Grand Prix: An alternate history of Formula 1

[ArupinumMaivista]

1968
"Fair to the very end"

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Following the summer of love, Denny Hulme was now the 6th different champion of the decade, along with becoming New Zealand's first ever champion. Brabham had won its first constructors championship, with the Repco partnership remaining as fruitful as ever, while Lotus and Cosworth's exclusive deal promised fireworks, but only if the engine would remain intact. The duo of Jim Clark and Graham Hill was a partnership many teams could only dream of, and 1968 in itself would prove to be the year when the Cosworth would come of age.

The driver market was wacky during the off-season. Following a disastrous year, Ferrari was bringing in young Belgian Jacky Ickx from Cooper. Ickx had already driven a couple of races for Cooper in '67, and he was a common driver in Ferrari's sportscar division. With that, Ferrari once again had the youngest pairing in the competition, but the Prancing Horse was hopeful that this year would erase the memories of 1967. Champion Dennis Hulme was heading out of Brabham, now joining New Zealand's Mclaren team to join his compatriot and new team boss - Bruce Mclaren. After two poor seasons with BRM, Jackie Stewart was now leaving the Owen Racing Organisation in favour of the new French outift Matra, led by the charismatic Ken Tyrrell. Matra were hopeful that their first season in F1 would be a fruitful one, and they were readying their V12 engine in the sidelines. Jackie was aware that this would be a year of learning, and that next year would deliver the goods. Stewart's departure meant that BRM was now getting its new driver in Pedro Rordriguez. The older brother of Ricardo - Pedro was now starting his full-time career in Grand Prix Racing, with Ricardo as his advisor. Finally, Jochen Rindt was leaving Cooper, with the Austrian joining defending champs Brabham. He was hopeful that this would be his breakout year after two solid years in Cooper, who were practically running on a shoestring, and were now going to rely on returninees Ludovico Scarfiotti and Lucien Bianchi.

Pedro and Ricardo having a talk

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At the two opening rounds of the season, it was Jim Clark and Graham Hill dominating the events to take Lotus' first wins of the season. The flying Scott demonstrated the absolute might of the Cosworth, while Jochen Rindt and Dennis Hulme performed well to earn theirfirst podiums with Brabham and Mclaren. The 1968 edition of the South African Grand Prix in itself worked as a change of an era though, as when the next time the Grand Prix Circus gathered in the returning Spanish Grand Prix - Lotus no longer bore the traditional British Racing green, rather the red and gold of Gold Leaf cigarettes. Along with that, Jackie Stewart was visibly absent from the event, as the Scotsman injured his wrist. In his place was Jean-Pierre Beltoise, and the French substitute made the most of his entrance as he managed to fight for third until his engine spluttered. It was clear though that unless the other teams step up on their game, Lotus will likely run away with the championship.

This domination continued in the Monaco Grand Prix, when Graham Hill replied to Clark's two wins by taking the win, while Lucien Bianchi scored his final podium in his long and impressive career.

Graham Hill navigating the harbour of Monaco

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In Belgium, a new revoltion would occur in Grand Prix Racing when Ferrari returned from their absence in Monaco. The teams and fans looked utterly astonished when on the back of the 312 - a massive, high wing was strapped onto the chassis of the Ferrari. Likely as an answer to Lotus' own little wings in Spain and Monaco; Ferrari had taken the concept of aerodynamics to the extreme, and Chris Amon obliterated the grid to take his second pole of the season. The Kiwi was in fine form, and he topped it off with a comfortable win that, even amidst tricky conditions of the Ardennes Forest, proved to be nothing for Chris. Finally, after a turbulent 1967 season, Amon had helped Ferrari forget about their pains, while Bruce Mclaren and Pedro Rodriguez kickstarted their campaigns as well. Indeed, both Lotus cars were out of this race, and now it looked like the game was on.

Chris Amon with his high-winged Ferrari

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From Belgium, the teams take a short drive to the north, to the beaches of Zandvoort. However, unlike the previous few years, which have seen the Dutch Grand Prix being held during sunny weathers, the drivers were now met with a rain, rain, and more rain. In the season's second wet race, Jackie Stewart and Matra announced themselves to the grid. Despite a low qualifying position, Jackie charged his way through the field to finish a fine 2nd, only behind championship leader Jim Clark. A Scottish 1-2 proved more than popular, while Ken Tyrrell looked satisfied with Matra's first podium.

Clark cruising in Zandvoort

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Keeping with the tradition of switching venues, the French Grand Prix was seeing its inaugural race on the public roads of Rouen. While not as twisty as Charade, Rouen was blindingly quick, and the first race was set to be a difficult one, as the bad weather followed the F1 drivers. There, Honda had introduced their new and radical design - the RA302. The RA301, which was an evolution of the previous years' Hondola, was woefully unreliable, and the RA302 was supposed to be the car that would propell Honda. The air-cooled V8, combined with the magnesium-comprised chassis meant that the car was light, but John Surtees actively refused to drive the car, claiming it to be a deathtrap. Nonetheless, Honda gave the car to Jo Schlesser to drive it in his home Grand Prix.

As the race went underway, Jim Clark was caught out by the contitions, and both Lotus cars were out before half of the race even passed. Jacky Ickx, who had by then been overshadowed by the heroics of Chris Amon, utterly dominated the event, and he was able to bring Ferrari its second win of the season in fine style, outrunning Jackie Stewart and John Surtees, who was still driving the old RA301. Surtees teammate Schlesser on the other hand, lost control of his RA302, and as the car flipped, it caught fire. Due to the magnesium, the fire that had started went on to burn for the rest of the race, with the drivers going past what remained of the Honda. Schlesser was dead, and Grand Prix Racing had lost another man, following the death of Mike Spence in the preparation for the Indy 500.

Ickx, Surtees and Stewart driving past the blazing Honda of Schlesser

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Schlesser's demise, and the utterly horrific fire that followed was a straw that broke the camel's back, and Honda announced how they were pulling out of Grand Prix Racing as a team. With that, the season now carried on in Britain, where Chris Amon had a splendid scrap for first place with Jo Siffert. Seppi, the young Swiss that was behind the wheel of the black Lotus resisted every attack by the scarlet machine, and he was able to win the race by a slim margin, while Dan Gurney finally had a decent weekend after an abysmal start to the season.

At the Nurburgring though, the already the twisty track was now made even more treacherous, as the Eiffel mountains were met with rain that had never been seen before. Not to this extent. The Green Hell now looked more grey than green, as the thick clouds descended onto the track, while the rain poured down by the bucketload. Once again, the race would be determined by the rain men of the paddock, and Jacky Ickx further confirmed his wet weather prowess as he scored a magnificent Pole Position. For the race however, it was Jackie Stewart who utterly overshadowed the competition. The blue Matra, paired with its V12 engine, ran outran Jim Clark at the Dottinger Hohe, and from then on, Stewart was in his own world. The impossible conditions were beyond terrifying, and visibility was next to none, yet Jackie looked unstoppable - flying through the ring as he went on to record Matra's first win. The unprecedented win had now cemented Jackie Stewart as a true Grand Prix Great, and the flying scotsman himself was convinced that he would never drive that fast ever again. He had mastered the Ring, just like El Maestro did 11 years prior.

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Stewart's Nurburgring masterclass was followed by reigning champion Dennis Hulme finally jumping into the competition. The Mclaren M7A, powered by the BRM V12, utterly dominated the Italian Grand Prix in Monza, outrunning Ickx's Ferrari to take the New Zealand teams' first ever win, and he came so awfully close to repeating that success in Canada, if it wasn't for an inspired Dan Gurney. Hulme's late season form helped the Kiwi join in the championship race, which now had the Lotus duo of Clark and Hill and Matra's Jackie Stewart. However, Ferrari's revival came to a horrenous end, when Jacky Ickx broke his legs during the qualifying session for the Canadian GP, and that disaster was prolonged when Chris Amon, who drove an inspired race, had his clutch give away. The unlucky Kiwi sat down and sobbed as he watched on how the Mclaren duo capped off the event, with only Jacky Ickx coming over to consult him.

Amon did not give up though, and he drove another characteristically brave race in Watkins Glen in an effort to try and stay in the title hunt, even as it all looked to be finished. Despite Lotus' fantastic form, Amon was able to completely outrun the competition, with only Stewart managing to stay close to him, but then Amon's fuel pump broke, thus leaving Jackie in the front once again. With another win in his belt, Stewart was now an unlikely championship contender with one race to go, joined only by Dennis Hulme, who's consistency helped the "old man" stay in the hunt. Hill's second place though helped the gentleman now stay one point behind Jim Clark, as the Scotsman had an abysmal last half of the season. Despite Lotus dominating the constructors cup, both Graham and Jimmy had to deal with poor reliability from the very start, and now it looked like the Mexican Grand Prix would get to decide the champion once again.

Jackie Stewart in front of Clark at the Glen

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And so, the championshp would once again be decided at the Grand Prix of Mexico. Four drivers, three teams, all gentlemen, in a season that has seen the landscape of Formula 1 change forever. Even if Stewart and Hulme needed heavy odds to take the crown, the sole mathematical chance made it so every man today would be gunning it for the win. At the start though, it was a Lotus 1-2-3 as Jo Siffert flew away to first place, but he quickly had to stop in the pits when his fuel cable broke, thus leaving Jimmy Clark to drive away into the distance. It looked like the Scotsman finally had his day, on the very circuit which he has dominated for so long. Jackie Stewart, who had driven so well throughout the late season, now had his Matra V12 missfire, and further steering issues made it so the other scotsman had to settle back and just hope a divine intervention would save his race, while Hulme's BRM V12 gave out completely. Thus, in a rather anticlimactic fashion, it was Jimmy Clark outrunning Hill and the rest to the flag, for what is now Jimmy's 3rd championship, and Lotus' 3rd constructors championship. The Ford Cosworth V8, despite its flaws and teething issues in the end gave Lotus just what Colin Chapman wanted.

Drivers' championship

*Authors note: Typo at Hill's 3rd place in Germany. He is actually fourth, while Rindt is 3rd

Constructors Cup

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And so, 1968 ends just how it started - with a Lotus 1-2. The follow up to the summer of love was one of hardship, crusades for safety, and tragedy. Mike Spence, Ludovico Scarfiotti and Lucien Bianchi all met their fates as their seasons progressed, and soon it was clear that Cooper, the team that had shaped Grand Prix Racing throughout the 60s, were pulling out due to financial circumstances. Jim Clark, with his win in Mexico, now joined Jack Brabham and Rudolf Caracciola as a three time world champion. Clark's triumph propels the Scotsman to the realm of greatness, while the Cosworth engine had established itself as the finest in the sport. The four-way title fight saw plenty of sensations, and a gentlemanly rivalry between Clark, Stewart, Hill and Hulme which had remained fair to the very end. Coming up next in 1969, it is another year of innovation, amidst further change. 1969 - "The Eagle has landed"

Hill, Stewart and Clark

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[ArupinumMaivista]

1969
"The Eagle has landed"

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1969. It was the time of technological advancement, as Neil Armstrong stepped on the moon, thus making one giant leap for mankind. The Beatles released their magnum opus in "Abbey road", while the hottest cars were the VW Beetle and the Fiat 500. The Vietnam War was in full swing, with the Gi movement taking place in the United States. At Grand Prix Racing; Jim Clark was the sports' three-time World Champion, with the flying Scotsman going on to win that years' 24H of Le Mans along with Jacky Ickx. The big news of the year though, were that Graham Hill was exiting Colin Chapman's Gold Leaf Lotus team in favour of the private Rob Walker Lotus mark. The team that helped Jo Siffert build his career now took in their new star driver, while Seppi was off to drive for the seemingly resurgent BRM squad, joining Pedro Rodriguez and John Surtees. Honda was now gone from Formula 1, citing the death of Jo Schlesser and the focus on the American market as the reason for their departure, but the Japanese company would remain in the sport via engine supply. Ferrari was now fielding only one car per race, with Chris Amon once remaining the team leader of the Prancing Horse. Jacky Ickx was now joining Jack Brabham in the Australian outfit, while Dan Gurney continued his American Eagle team, with Mario Andretti joining him. Finally, the biggest news over winter were that young Austrian hotshot Jochen Rindt was joining Lotus, as a prodigy for Jimmy Clark.

Jim Clark and Jochen Rindt

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The pre-season Tasman series, set in Australia and New Zealand, saw Kiwi Chris Amon dominate the competition with the Ferrari dino, and it looked like the Prancing Horse was to retain its healthy form of the previous season. Yet, it was Jackie Stewart in the V12 Matra who surprised everyone by winning the opening round in South Africa. The vastly more powerful V12 engine by Matra was seemingly becoming a force to be reckoned with, and the Lotus-Cosworth partnership might be shaken this year by the looks of it, while Stewart's teammate Jean-Pierre Beltoise looked promising, if a bit inconsistent. The next race though, flipped the sports upside-down. At lap 3 in Montjuich, Jim Clark suddenly lost control of his Type 49 as the high wings broke, causing the reigning champion to slam into the guard rails. Then, to the scotsman's horror, Jochen Rindt suffered the same issue at the same exact spot of the track, sending the sister Lotus to crash into Clark's wreck. Miraculously, noone was seriously injured, but Rindt did suffer a broken nose. The incident itself strained Rindt's relationship with Chapman, while Clark himself lost all faith in aerodynamics. The Spanish Grand Prix's return to Montjuich was a total disaster, as only 6 cars finished the event, with Chris Amon finishing a whole lap ahead of everyone else. This utterly dominant win only served as a total contrast to what the rest of Ferrari's season would look like though, while the FIA had no choice but to ban high wings.

The aftermath of Rindt's crash

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The following event in Monte Carlo served as a well-deserved cooldown for the drivers, but the main news of this event were that Jack Brabham was introducing the V8 Honda engine on top of his Brabham chassis. The engine already helped Ickx score a 6th in Spain, but the conversion from Repco to Honda with both cars signified a new era for the Australian team. Jimmy Clark, who was unhurt from the previous crash in Spain, was able to carry the Lotus all the way to 1st, thus winning his first ever Monaco Grand Prix after 10 years of trying. Finally, Jim had now won every single race on the calendar, bar the Canadian Grand Prix. Another notable result was a well-deserved 2nd place for Piers Courage, who drove the private Brabham Repco by a certain Frank Williams.

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Jackie Stewart's two consecutive retirements in the previous two races made way for a fine victory in Holland, when the Matra outlasted the faultering Loti of Rindt and Clark, while Dan Gurney debuted his new and refined Eagle MK3. With STP as the title sponsor, and the Weslake V12 looked ever more reliable and powerful, the American charger was confident that 1969 could be his year if his Eagle kept its wings. His hopes would soon come true in Britain, when a titanic four-way fight for the lead took place in front of the always packed Silverstone. Jochen Rindt, Jim Clark, Dan Gurney and Jackie Stewart all exchanged the lead several times during the race, but Cosworth unreliability struck again, while Jackie's low wings failed, causing the blue Matra to lose downforce. Thus, Gurney took a comfortable win to place himself 2nd in the championship.

Rindt ahead of Stewart in Silverstone

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Following the British Grand Prix, Germany saw an unusual sight when Mclaren, Lotus and Matra all brought in 4WD designs to the Nurburgring. BRM had already experimented with one in the previous Grands Prix, but aside from Mclaren, who finished a lap down from the leader, the rest of the 4WD gang retired. Gurney's P2 now cemented the American at the top of the table, and Stewart's title push was thrown in jeopardy, much to the anger of himself and his team boss Ken Tyrrell, who blamed Matra's push for innovation as a culprit for these retirements. Jacky Ickx on the other hand, looked absolutely unstoppable, as the young Belgian drove the Brabham Honda to its first win of the season. Combined with another skillful win, this time in Canada, Ickx looked like a champion in the making, but only if the Brabham stayed together.

Perhaps the most entertaining Grand Prix of the season was the one held in Monza, where the last lap saw a splendid scrap for the lead between the Matra duo, Rindt and Mclaren. However, Matra power was outran by the BRM-powered Mclaren, as Brucie drove home to win his first Grand Prix since the United States Grand Prix of 1959. Having won his first race with his own machinery, Bruce looked overjoyed, and he was congratulated by every single man at the paddock. That same celebratory atmosphere was not seen over at Ferrari though. The Italian GP was supposed to see the debut of the new 312B, powered by a powerful Flat-12 engine which Amon had been testing for much of the season, and he even skipped the German Grand Prix to focus on testing the new contraption. However, the engine died right as it was revved up, and Chris left Ferrari the very same day, leaving the Italian team to hire Pedro Rodriguez to drive for them for the rest of the season. The very same older brother of Mexican champion Ricardo was now back in red, and he managed to bring some points to the Scuderia in what was a very dissapointing season. But even then, at least it was not Al Pease bad, as the Canadian was disqualified from his home Grand Prix for being too slow, which had Gurney blush for a moment, in particular when he was busy defending his championship lead and finishing on the podium the very same race, with the same car.

The absolute GOAT - Al Pease

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Jochen Rindt won in Watkins Glen, with the Austrian achieving his first ever win, while young Courage continued his impressive season by scoring another podium. John Surtees on the other hand was able to finish 3rd, bringing some solace to BRM, as the British outfit had a historically poor season, plagued by unreliability and internal crisis. Graham Hill however, suffered a serious accident, in which he broke his legs. In typical Hill fashion, Graham told his doctors "Tell my wife that I won't dance for two weeks", but this accident would in the end mark a permanent decline in his career. Finally, in a typically festive atmosphere in Mexico, Denny Hulme became the season's 8th different winner by driving a characteristically dominant race, and one that marked Mclaren as the unlikely constructors champions of the 1969 season. In a space of four years, Bruce's little orange organisation had risen into a true racing giant, rivaling Brabham and Lotus in the consistent quality, while Jack Brabham was happy to cap off his career with a third place, with "Black Jack" unveiling his final ace. Perhaps the second happiest man in the paddock though was Dan Gurney, as the American cruised home in 5th to be crowned the champion of the world. In an incredibly consistent season, Dan was able to make the most of the MK3's reliability to finally take that crown for himself, and spray the champagne.

The drivers' championship

The constructors' championship

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And with that, the 1969 season was over, with the American spraying the champagne in celebration of his coronation. The era of private teams was seemingly on the up, while the older drivers were beginning to hang up their helmets. In an unusually safe season, noone lost their life in 1969, and a rather calm atmosphere followed the circus throughout the entire year. With that, the higly entertaining, but deadly 1960s were over, and the next decade of Formula 1 was set to be the sport's most competitive decade yet. Next is 1970 - "The uncrowned king".

Apologies for taking so long to make this post. I had some personal issues to take care off, and I also caught a cold, so making this new post was a bit of a nightmare. I thank everyone who has stuck with this timeline thus far, and I promise that the 70s will be a wild ride
Until then, cheers!

 

[ArupinumMaivista]

1970
"The uncrowned king"

1970 - The sixties were over, and with it went the era of peace and love. The Beatles broke up, and the National Guard shot up four students in Ohio, inspiring the legendary country group "Crosby, Stills, Nash and Young" to write the greatest protest song of the decade. Edwin Starr sang of what war was good for, and expressed the feelings of a generation. The hottest road car was the Citroen SM, and Dan Gurney was the Champion in Grand Prix Racing. The New Yorker was the first American to win the championship of Formula 1, thus starting a wave that would mark the rest of the decade. The All-American team that he led showed that they weren't one-win wonders, and the Weslake engine proved to be the most powerful on the grid, overshadowing even the Ferraris and BRMs. But for the new season, Gurney announced he would drive part-time, prefering to run the team and make it more stable. This would be another season of change, much like the previous ones.

Matra, having failed to make a genuine title push despite the expertise of Jackie Stewart, had now announced that the team would completely focus on being an all-French effort, thus ousting Jackie Stewart and manager Ken Tyrrell. The winter of 1969 proved to be one of the most stressful for the duo, as it seemed that Grand Prix Racing would lose one of its brightest talents. But, on the 11th hour, Ken called Ron Tauranac and the recently retired Jack Brabham, and landed a deal that would start a long-lasting partnership. The Brabham-Tyrrell team was officially formed. Jacky Ickx, having driven a one-off season with Brabham, was now heading back to Ferrari, after Chris Amon left the Italian team. The Prancing Horse had endured what was one of its worst years, marred by a change in organisation and a takeover by FIAT. The talented Belgian was hopeful that his second stint in Ferrari would build up from his first in '68, and that he would finally win a well-deserved World Title. At Lotus, everything remained the same. Jim Clark was #1, and Jochen Rindt was the apprentice. Despite poor reliability of the Ford Cosworth, Jimmy was certain that he could score his fourth championship, especially as the new Lotus Type 72 was being developed. Matra, after ousting Stewart, brought in Henri Pescarolo. The promising Frenchman had already shown his talents in Le Mans for the same team, and Henri was hopeful that he can make a splash on his debut season. After a fantastic 1969 season, Frank Williams signed a deal with de Tommaso to run the company's chassis, with the ever-promising Piers Courage behind the wheel. Finally, the last major signing came when Mario Andretti was confirmed as the #1 driver of Eagle. The most important new name in the paddock was March. The factory team, powered by a V8 Chevrolet engine, was to be led by the skillful hands of New Zealander Chris Amon. Having already shown his promise at Ferrari, some predicted that Amon could be a contender this year, and he was also to be joined by Switzerland's Jo Siffert, after he had gone through a dire 1969 season with BRM.

Jackie Stewart taking a ride on Derek Bell's Brabham during testing

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As the teams and drivers came to Kyalami, everyone wondered how the newcomers would perform. Jackie Stewart was awaited with much fanfair as he sat inside the new Brabham Honda BT33. Stewart was to be joined by Rolf Stommelen, due to Brabham's sponsorship deal with German Magazine "Automotor und Sport", much to the frustration of Ken Tyrrell, who rather wanted to include Johnny Servoz-Gavin. At Mclaren, the 1967 champ Denny Hulme was a potential winner, and the Constructors champions, led by Bruce Mclaren, looked confident heading into the season. The South African Grand Prix though, was dominated by Jackie Stewart. The Brabham Honda was untouchable throughout the event, while Chris Amon showed March's promise by qualifying 2nd. The flying Scotsman looked to be at a form of a lifetime, as he scored another Pole in Spain. However, much like the previous year, disaster struck when at the second lap, Jackie Oliver smashed into Jacky Ickx's ferrari, causing a massive fire in the middle of the track. Miraculously, noone was hurt, and Bruce Mclaren won the event after another attritional race, but one that showed signs of change. Graham Hill, in the private Rob Walker Lotus, recorded his final podium finish, while Mario Andretti cruised home to finish 2nd for Eagle. Another notable first occured in Spain, when Lotus presented the Type 72. Driven by Jim Clark, the car had chronic issues with brakes and its innovative suspension system, which earned the name "Problem child" by the Scottish champion.

A field of 16 started the most prestigious race in the calendar - the Monaco Grand Prix. Jim Clark led from Pole, in what many expected to be another Clark masterclass. Already, the Scot dazzled everyone by scoring pole a whole second ahead of Chris Amon during a thunderstorm. The conditions were so bad that Jimmy needed an umbrella in his cockpit so the rain wouldn't flood his car. For the first third of the race, Jim Clark was characteristically untouchable, and he looked set to win his second consecutive Monaco GP. Jim's most serious threat was his compatriot Jackie Stewart, who's Brabham overtook Chris Amon. The Scottish 1-2 was a sight that many had gotten used to, and the apprentice looked to be closely following the master. The Matras were also doing well, with Henri Pescarolo climbing up the field. Soon enough though, the characteristics of the circuit took their toll on the field, and the challengers began to drop like flies. At the 27th lap, Jim Clark entered the pits, claiming that his Cosworth was missfiring. Even as he got out, the Lotus was only going slower until his Ford engine bit the dust, thus leaving Jackie in front of the pack. Jochen Rindt, who himself started 13th, had by the closing laps caught up to the leading Stewart, in what would soon enough become the battle for the lead. Rindt was glued to Stewart's behind, but Jackie looked composed. Then at the final lap, right at the gasworks hairpin, Jackie ran into a batch of oil, which had his Brabham slide into the barriers, thus letting Jochen through to take his second ever win, and surprising the flagman in the process. The first three rounds saw three different winners, and everything seemed to be going well for the Grand Prix circus.

Jochen Rindt in what would be the Lotus 49's final Grand Prix Win

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There was a new face at Ferrari for Spa Francorschamps. Ignazio Giunti. However, not much had changed at the rest of the paddock. Although, the Belgian Grand Prix did see the debut of a future star in Ronnie Peterson, who was joining Amon and Siffert over at the March team. The Spa Francorschamps was a fast road course, reminiscent of the pre-war days, and the V12 cars were theoretically the favourites. Yet, it was Jackie Stewart at the front row, joined by Rindt, Clark and Amon. Ickx was the first of the V12s, sitting in 5th position. Jim Clark led away once more into Eau Rouge, followed by his teammate Rindt and March's Amon. But after 12 kilometers on one of the world's greatest circuits, it was Amon ahead of Stewart and Pedro Rodriguez in his BRM, designed by Tony Southgate. The Loti once again broke down, and so did Stewart's Honda. Chris Amon looked to be on a mission today, and he drove a spirited race through the Belgian countryside until being passed by the vastly more powerful BRM V12 of Pedro Rodriguez. It was BRM's first victory in three years, when Jackie Stewart outran Dan Gurney at this very circuit.

The Netherlands saw the return of 1969 champion Dan Gurney over at Eagle, but the main news was the entry of John Surtees' own team. Powered by the Chevrolet V8, John was chasing the trends set by Mclaren, Brabham, Williams and Gurney, and his efforts payed off as the Motorcycle champ scored a well-deserved point on this very circuit. Also at Zandvoort, Lotus brought back the temperamental Type 72 for another spin, this time driven by both of its factory drivers. A 1-2 at practice showed the car's immediate pace, and Jim Clark led away at the start, until his brakes began to faulter. In a sporting move, Jimmy passed on the lead to his teammate Rindt, and the Austrian led home a Lotus 1-2, while Clark fended off his second position from a charging Jacky Ickx, who had finally scored the new Ferrari 312B's first ever points finish. However, ominous smoke could have been seen from the paddock, and the news soon came to Frank Williams. His friend, Piers Courage, had died. The young man, who was as courageous as his name suggested, was only 28 when his de Tommaso clipped a curve, and it lit up in flames.

Piers Courage - the last of the Gentleman racers

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At France, over at Clermont-Ferrand, newcomer Andrea de Adamich joined Mclaren, as Bruce looked for an alternative for the big and heavy BRM V12. The Alfa Romeo V8, which Andrea brought to the team looked promising, if hindered by poor reliability and a lack of horsepower. As one of the last-standing road courses, Clermont Ferrand was on paper a V12 track, and that looked to be the case when Jean-Pierre Beltoise led the Grand Prix. The Matra MS120 was a continuation of the MS12 from 1969, but now as a fully-conventional machine as opposed to the 4WD experiments of the yesteryear. Beltoise looked set to achieve his first win, but the last lap saw the unfortunate Frenchman run out of fuel, thus gifting the win to Jim Clark and Jochen Rindt. A second consecutive Lotus 1-2, the Gold Leaf cars looked unbeatable this year.

Brand Hatch had the honours of hosting the British Grand Prix this year. The tight and twisty circuit was a favourite of many, and the 100+ thousand fans flocked over for what they expected to be a Jim Clark demonstration. The British Grand Prix would see the entry of another star of the future, this time in Emerson Fittipaldi. The Brazilian entered the Williams team as a substitute for the deceased Courage, and the young Emmo showed promise by finishing 8th, after at one point hounding 3rd places Dennis Hulme. Unfortunately for the fans, Jimmy encountered further issues when his type 72 conked out at the opening laps, and Clark was soon back in his civilian clothes as he watched the race. Jackie Stewart was on form. The flying Scot, in his Brabham Honda, outran Rindt at the beginning and flew off into the distance. Stewart looked comfortable once again, but he soon enough ran into more issues when his Honda ran out of fuel, and Jochen Rindt once again snatched away the win for the second time. With that win, Jochen Rindt looked like a clear favourite for the championship as the Grand Prix circus headed to Germany, where the season's most memorable Grand Prix would take place.

Jackie Stewart hunting Jochen Rindt

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While the German Grand Prix was supposed to take place in the Eiffel mountains over at the Nurburgring, a drivers' protest prevented that from happening. Jackie Stewart, who led the GP Drivers' association, was dissatisfied by the conditions of the Ring, and he requested that the circuit would be renovated. With that, the German event would take place in the blindingly quick Hockenheim. The circuit, lying close to the Rhine, was flat, long and located inside of a forest. Jim Clark was one of many who raced here in Formula 2 in the past, and the Scotsman had unpleasant memories of the circuit. Nonetheless, the eventual race was a classic. From the very beginning, the race saw a duel for the lead between the leading trio of Jacky Ickx, Jochen Rindt and Jim Clark. The three drivers exchanged position lap after lap, and the Ferrari stuck close to the Loti. In a photo-finish, Jochen Rindt outran Ickx to claim his fourth win of the season, while the German spectators had something to cheer for as Rolf Stommelen finished 5th. The following race in Austria, saw the toughest conditions of the year. The new and sweeping circuit of Oesterreichring was modern, and looked like a driver's dream, while Jochen Rindt scored pole. The Austrian was hopeful of winning his home-event, but his Lotus broke down for the first time since Belgium, thus leaving the rain master Jacky Ickx in the lead. The Belgian cruised around the circuit and dominated the event, ahead of Rolf Stommelen and Pedro Rodriguez. Ignazio Giunti also scored his first point of the season, but the Italian was only driving part-time this season,. His place in Ferrari was thus vacant, and it would be Emerson Fittipaldi who would drive the vacant 312B in the following race in Monza.

Tragedy soon occured. During practice for the Italian Grand Prix, Jochen Rindt's wingless Lotus lost all stability, and it smashed into a wall. The Austrian was killed instantly, and Lotus withdrew from the event. The Championship leader was dead, and the paddock mourned the loss. Even as Emerson Fittipaldi cruised home, the celebrations were minimal, in respect to Jochen. The following race didn't see the Lotus team show up at all, and Jacky Ickx winning the event with Fittipaldi second now meant that the Belgian had a great chance to win the championship for himself and Ferrari. Yet, none of the contenders, from Ickx to Clark and Stewart looked like they wanted to win this championship.

Emerson Fittipaldi recording his first ever win in Monza

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The final two Grands Prix saw the championship still being open, and Jackie Stewart led away the American Grand Prix ahead of the pack as the Scotsman looked unstoppable in the Brabham. Yet, in what had by now become a common sight, the Honda engine blew out a massive puff of smoke, and the BT33 stopped along the road, thus ending Stewart's hopes of winning the championship. The typical New York weather over at Watkins Glen meant that soon enough, rain began to fall, and the Rain men were once again left to pick up the pieces. Jacky Ickx, Pedro Rodriguez, Emerson Fittipaldi and even Lotus substitute Reine Wissell all exchanged the lead, but Jim Clark ended up as the one to lift the trophy, following a brilliant drive. Having finished 4th, Jacky Ickx no longer had a mathematical chance to win the 1970 World Championship, and Jim Clark himself said that even if he had a chance to win the final race to be crowned champion - he would slow down and finish. With that, the drivers flew from New York to the City of Mexico, for the final race of the season. In the end, it was Jacky Ickx who won the final event, guiding Fittipaldi to the second position, while Jim Clark's Lotus broke down. With Clark retiring, Jochen Rindt was pronounced the World Champion of 1970, ending the season with a Ferrari 1-2, and a new generation emerging.

Jacky Ickx cruising in 1st at Mexico

The drivers' championship

The Constructors' Championship

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Despite the late form of Jacky Ickx, Jim Clark's win in Watkins Glen, and his show of sportsmanship in Mexico made it so no matter what, Jochen Rindt would become the champion of 1970, even as the Austrian lost his life in Monza. The uncrowned king's legacy would thus remain immortal. 1970 saw the return to the darker ends of Formula 1. After a vibrant 1969, everyone was reminded of just how deadly this sport could be. Two men lost their lives, and Colin Chapman was a changed man as he grew distant, even to his dear friend Clark. 1971 was next, and it would see a resurgence of Brabham following a Hit-or-Miss season, while Ferrari were hopeful that they could build from their late season push, with an exciting pairing of Ickx and Fittipaldi. The next year is 1971 - "The apprentice becomes the master"

Jochen Rindt - the Uncrowned King of F1

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[ArupinumMaivista]

1971
"The apprentice becomes the master"

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1971 - The Rolling Stones had just finished "Brown sugar", while Don McLean sang about the day the music died. The microprocessors were becoming a new piece of technology. In Grand Prix Racing, the reigning world champion would not be able to defend his world title. Jochen Rindt died during the Italian Grand Prix, but his results were still enough to earn him the world title after Jacky Ickx and Jim Clark retired in the penultimate race of the year. Racing had also lost Piers Courage, leaving Frank Williams without a coherent driver. In South Africa, safety was now the main talking point of the event, with Jim Clark remarking how if Jochen could die, then what chance do the rest have.
Not much has changed in the teams, other than the fallout occuring in March, which saw Chris Amon and Jo Siffert leaving the British team. Ronnie Peterson, an inexperienced Swede was now the one whom March would lay their hopes on, joined by Rolf Stommelen. Henri Pescarolo's departure from Matra meant that Chris Amon would join the french manufacturer, after believing that the V8 Chevrolet of the March simply wasn't strong enough for a title push. Siffert made a similiar move by joining another V12 team - the BRM. After a four year partnership, Bruce McLaren signed a deal with Alfa Romeo as the engine suppliers of his team, mostly due to Andrea de Adamich. Dan Gurney, now a full time leader of his Eagle team, announced how he would spend 1971 focusing on Indycar, so the American squad weren't seen as among the favourites for the title. Jim Clark was now joined by another Swede - Reine Wissel. The Gold Leaf Lotus team were favourites for the championship along with Ferrari, and rumour had it that Colin Chapman was developing a turbine engine for the Lotus 72, which helped the team win the Indy 500 with Jimmy. Rolf Stommelen was switched with Kiwi Tim Schenken, after the German's sponsorship deal with Brabham ended, but Ken Tyrrell made it clear that all the focus would go to Jackie Stewart. Before the season, an incident occured in Buenos Aires that saw Ignazio Giunti die in a crash. Jean-Pierre Beltoise was among the men who were caught in the carnage, and his license was revoked before the South African event, while Emerson Fittipaldi's stay in Ferrari was now cemented for the rest of the year. Every year would have its surprise, and this year was no exception. Despite fielding a completely new machine, Mario Andretti outran his competition and managed to win the South African Grand Prix, thus joining Dan Gurney as the second ever American to win a Grand Prix. The new Eagle MK4 was now seen as a real threat, and Dan promised that 1972 would see "the real deal".

Mario Andretti in the Eagle MK4

Ferrari brought a revolution to the Spanish Grand Prix, held in the Montjuich park. The scarlet cars, now dubbed the 312B2 featured an innovative suspension that would help improve the handling of the Ferrari, along with new slick Firestone tyres. Ickx took pole during practice, but he was outran by the other Jackie. The Brabham team introduced their own design for this event. A radical, dual radiator-wielding BT34, dubbed as the "Lobster Claw" was immediately on the pace. In the end, it was the lightweight nature of the V8 Honda that helped Jackie navigate the Montjuich circuit, and he left V12 cars in the dust, while Chris Amon was happy with his first podium of the year. Another win in Monaco propelled Stewart to the top of the table, where the Scotsman drove a masterclass on wet conditions. Not even Ickx, nor Pedro Rodriguez or Jim Clark could reach him. However, another sensation occured in Monte Carlo. Ronnie Peterson drove a spirited race through the twisty streets of the principality, and his March proved to be perfect for the circuit, as he outran the far more experienced compatriots. A star was born that day, and Ronnie quickly established himself as the fan favourite of the year, from his down to earth nature, to his flamboyant driving style.

Jackie Stewart's marvellous drive in Monaco

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The V12's continued their competitive form, when Jacky Ickx achieved his second pole position of the year. The young Belgian was clearly the fastest man of the circus, overshadowing even Jim Clark. But, Clark and Lotus appeared with a new ace up their sleeve. The Lotus type 56, powered by a gas-powered turbine, was practically a fighter jet on wheels, and a 3rd place in this exact event showed the car had promise, even though Clark remained reserved. The rain kings showed their class in this Grand Prix, with the top 6 filled with names like Siffert, Surtees and Peterson. The real attraction though, was the phenomenal duel for the lead between Ickx and Rodriguez. The duo exchanged positions throughout the race, but Ickx managed to win by just a few inches, completing another magnificent drive in the rain, which Ickx was becoming known for. Unbeknownst to Jacky, thus win would be the height of his season.
France was seeing a new circuit in Paul Ricard. The long, fast and twisty circuit was a state of the art facility that showed the future of F1, and the V12s once again seemed like favourites. Yet, it was Jackie Stewart on pole, joined by Emerson Fittipaldi in the Ferrari. The eventual race though, saw Jim Clark outrun Emmo. The flying Scotsman was unstoppable, but the following British Grand Prix would see the finest duel between him and Jackie, as the two men exchanged the lead every single lap. The over 100 thousand fans present at Silverstone were overjoyed by the duel, and the race itself acted like the passing of the torch, where Jackie Stewart had finally become the master.

The Lotus type 56 in its one-off podium finish

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Following a year-long wait, the German Grand Prix was finally back in its home - the Nurburgring. The boycott which led to the race's cancellation last year was answered with the ring being exponentially changed into a more modern facility that was made to finally host the modern Grand Prix cars. The entire weekend passed by without a hitch, and Jacky Ickx led the pack to achieve his second win of the season, and his second ever win in the Nurburgring, which in itself was his favourite circuit. Stewart followed the Belgian home to finish 2nd, and with Jim Clark's retirement - Jackie was now at the cusp of winning the world championship. The following race in Austria, much like the fast SIlverstone, Kyalami and Paul Ricard, was a circuit that on paper, was supposed to be an ideal place for the V12s. Well, sure enough, the V12s prevailed in the Oesterreich, with Jo Siffert masterfully navigating the twisty circuit to achieve his second ever win, firmly ahead of Jim Clark and Tim Schenken.

At Monza, the thousands of tifosi lined up at the stands as they came to watch their favourite team win once more - Ferrari. However, the red cars were not in form this year. Despite Ickx winning in the circuits he enjoyed, the poor reliability meant that whatever sort of focus was now left on winning the constructors championship. Yet, to the anger of Enzo Ferrari, it was Chris Amon who scored Pole Position with his Matra. The Ex-Ferrari boy was confident in winning, and he dominated the event. The blue Matra, powered by its unique V12 engine that could be recognised by any bystander, was unstoppable. But right at the dying laps, as Amon tried to peel off a visor from his helmet, he ended up taking off all of his spare ones, thus leaving him blinded by the speed he was reaching. With Amon being slowed down, the race was now going to be decided between Ronnie Peterson, Surtees' Mike Hailwood, Bruce McLaren, Pedro Rodriguez and newcomer to the BRM team - Clay Reggazzoni. The Swiss champion of Formula 2 entered for the British team back in Austria as the third driver for the team, which was maybe starting to stretch itself budget-wise, and Regga showed just what he was made of when he exited the Parabolica at the final lap of the race. Even as Peterson and the rest were glued to his gearbox, the BRM power helped Clay outrun the competition, and decisively lifted up his hand as they crossed the line.

Clay Reggazzoni outrunning the competition in Monza

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With the average speed of 242.615 km, and the top 5 being covered by only 0.61 seconds, the 1971 Italian Grand Prix goes down in history as the fastest event in Grand Prix history, with the closest finish. The celebration by Reggazzoni was only paralleled by the pouting Jim Clark, who drove the turbine-powered type 56, in hopes of the car being able to outrun the competition. But, Chapman's hunt for innovation had seemingly ruined Clark's chances of challenging Stewart for the title. The following American tour would soon enough star in Canada, over at Mosport. As if it had become a tradition, the Canadian Grand Prix was characterised by rain and fog. The miserable weather though, paved the way for the ever-improving Goodyear tyres, and Jackie Stewart used them to make a fine start from Pole, followed by Jo Siffert. Seppi's fine start was soon butchered, as he made an uncharacteristic error while chasing Stewart. Ronnie Peterson once again rose as the surprise challenger, as he stubbornly chased Jackie through the fog of Mosport. The Flying Swede had already shown his wet-weather prowess in Monaco, along with his bravery in Silverstone and Monza. Now though, Ronnie was right up Stewart's gearbox. Mario Andretti was finally accompanied with a teammate in Mark Donohue. Behind the scenes, Dan Gurney had finally struck a deal with team Penske to field his cars under the new American banner, and Mark Donohue drove a careful race to finish 3rd in his debut. With that win, Jackie Stewart was now the world champion, and he was able to see out the year.

The American Grand Prix, held in Watkins Glen, saw the usual festive atmosphere in which the American fans welcomed the drivers with barbecue, Rock n' Roll and a $267000 prize for the winner. In a rare show of form, the McLarens were finally challenging for the lead as Denny Hulme led Jackie Stewart at the first lap of the race, but Jackie quickly passed the "Old Man Hulme". The Scotsman was showing just how worthy he was of the 1971 world title, along with the experience that Penske's newcomer Peter Revson lacked, as the American retired at the first lap. The modified Glen proved to be much more challenging for the drivers, with every excursion resulting in a cloud of dust. Clark's frustrating season came to an end when he came into the pits, reporting engine problems to Colin Chapman, while Jackie Stewart's domination was ended when the Brabham's Goodyears began to peel off, thus leaving Pedro Rodriguez in the lead. The BRM 1-2 marked a complete comeback of the British team as a force to be reckoned with, and the win helped them finish a fine 2nd in the constructors championship, outrunning even Ferrari.

Pedro Rodriguez behind the wheel of his BRM in the Glen

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Driver' championship

Constructors' championship

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Despite finishing 5th, Jackie Stewart still called this a perfect year n which Brabham dominated the World Championship, with the Honda engine propelling the Aussie outfit to its 2nd constructors and third drivers title, while Pedro Rodriguez's win in the USA was a sign for optimism within BRM. Ferrari's championship collapse, accompanied with Lotus' sporadic form, meant that almost every team hoped for better results coming 1972. Nobody knew it back in october of 1971, but '72 was to be one of the most exciting years in Grand Prix racing, characterised with the sports' two best men exchanging wins for the next two years. Up next, it's 1972 - "Duel of the Scots"

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[ArupinumMaivista]

1972
"Duel of the Scots"

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1972 was the year of the Munich Olympics and Pong, the first video game. Elton John's "Rocket Man" was soaring through the charts, along with Deep Purple's landmark "Made in Japan" live album. Jackie Stewart, F1's own rock star had finally won his first World Title after years of hard work, in what could only be described as a flawless season with the Brabham Honda, while their rivals were caught with tails between their legs. Ferrari showed that it could be the Aussie outfit's best rival, but teething issues with the Flat-12 engine and an innovative, but fragile suspension prevented the scarlet cars from making a coherent push for the title. BRM had enjoyed its best season in years, with three wins in the last five races being a great sign of optimism for the British manufacturer. However, the death of Jo Siffert in Brands Hatch during a post-season race brought a dark cloud over the Owen Racing Organisation. March now brought in an Austrian pay-driver Niki Lauda into the team, who would support Ronnie Peterson. Bruce McLaren, having raced for a decade and a half had finally hung up his helmet, and he would now lead his team from the paddock.

Dennis Hulme remained in the orange cars, and he would be joined with Brian Redman, who was to drive part-time this season. Along with that, Brucie cut his deal with Alfa Romeo, and now sided with Weslake as his main engine supplier. Speaking of Weslake, the American engine's main team, Eagle, saw the debut of Peter Revson. The charming New Yorker had proved his worth in handling quick machinery via CanAM and USAC, where he just happened to drive for McLaren. However, Dan Gurney called Pete in to substitute the part-time talent Mario Andretti, and thus, Eagle finally had its first full-time driver since 1969. Reigning champions Brabham sacked their second driver in succession. This time, Carlos Reutemann was to drive the #2 car, and the young Argentine was hopeful of impressing uncle Ken. Following a disappointing season with Matra, Jean-Pierre Beltoise had left the French manufacturer to join BRM. The experienced Frenchman was hopeful of achieving his first win with the team, while Chris Amon was left as Matra's only driver, who was to drive the three years old M120.

Perhaps the team that dropped the ball the hardest though was Lotus. A new team joined the Grand Prix Circus in 1972 - Tecno. The Italian manufacturer had shown great potential in Formula 2, and they were joined by their F2 champion Francois Cevert. The pretty Frenchman might look like a Hollywood actor, but he showed great talent, and many pundits pinned him as a future French star. Despite fielding Jim Clark and the great Ford Cosworth engine, Lotus was simply outclassed in 1971, with Colin Chapman's constant push for innovation of the Gas-turbine Type 56 proving ineffective. However, 1972 would be different, and the sport's two greatest men would indulge in one of the greatest seasons in Grand Prix history. The type 72, despite being three years old now, had a new design and a new livery. The John Player Special cigar brand made it so the Loti were now black, and it made for a slick machine.

The two most promising debutants - Francois Cevert and Peter Revson

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The inaugural race of the season was not in South Africa. Indeed, the tradition of starting the year in Kyalami was broken in 1972 after 5 years, as F1 was back in Argentina. The new and reworked Buenos Aires circuit now boasted a lenghty straight line that guaranteed to push the cars to their limits, followed by a long and hard turn to the right, where the drivers would enter the old layout from the 50s. It was to be one of the quickest and most technical circuits in the calendar. Amongst the new participants like Revson was a young Argentine Carlos "Lole" Reutemann. The new boy in Brabham stunned everybody, but sent the Argentine crowd into ecstasy as Lole scored Pole Position. As for the race, Reutemann managed to outrun his own teammate and Reigning champion Jackie Stewart, and sensationally won on his debut. It was a start of dreams for Carlos, and Ken Tyrrell hired Lole on the spot. Reutemann's incredible win made it clear that this was going to be an interesting year, while Hulme's 2nd place ensured that McLaren was once again up to speed with the big boys of the sport.

"Lole" during his debut win

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The second Grand Prix was in Kyalami near Johanessburg in South Africa. As always, it was one of the most relaxing events on the calendar, and the crowd awaited their heroes with bated breath as the Grand Prix circus prepared for the race. March had debuted what was the Type 721, but the rest of the grid prefered using their old cars until the start of the European season. Since the British Grand Prix of 1971, Ferrari had been experimenting by using a conventional nose design for their 312B, with sporadic success. This in itself would be the last time the 312B would wield the strange design, as the Italian team reverted back to a more conventional front wing approach in Spain. Mario Andretti and Peter Revson prepared their Eagle machines for the new race, and so did Jackie Stewart in the BT34. The McLaren M19C, now powered by the Weslake engine, looked like a competitive machine capable of challenging for the Top 3, and Hulme himself looked pleased with the car as he had a chat with his friend Bruce McLaren. Chris Amon, who missed out on the Argentine Grand Prix, qualified well in South Africa. Nevertheless, it was a Scottish 1-2 from the very beginning, as Jackie Stewart and Jim Clark outran the competition. It was a race of attrition, but Jackie held his nerve and outran Jimmy across the line to kickstart his campaign, along with Clark.

The smooth-nosed Ferrari 312B2 in its final outing

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The start of the European season saw plenty of new cars for the Spanish Grand Prix. The Ferrari no longer sported the more conventional nose design, and the team reverted back to the design it had all the way back in 1969. Brabham also had a new car in form of the BT37. Now sporting a blue livery due to the Elf sponsorship, the new car was an evolution of the "Lobster-claw" BT34, with improved steering and suspension. Those improvements didn't help Jackie Stewart though, as his gearbox failed during the Grand Prix. Despite Ickx scoring Pole, Jim Clark was uncatchable, and he left the Ferrari duo of Jacky Ickx and Emerson Fittipaldi to cruise in 2nd and 3rd. Pedro Rodriguez, the third of the V12s, was fourth, thus scoring BRM's first points finish of the year in the new P180. The most impressive performance of the year though, was not by Clark, nor Stewart or anybody else. No, it was Jean-Pierre Beltoise in Monaco. The 1972 Monte Carlo Grand Prix was held under the heaviest conditions in recent memory. The rain was relentless, with many of the drivers simply trying to stay on track. Yet, Jean-Pierre Beltoise outran everyone at the start, and he never looked back. The experienced Frenchman danced in the rain, while the rest struggled in the conditions. Not even Fittipaldi was safe, as he spun out of the race. Despite some minor trouble with the backmarkers though, Beltoise ended the arduous race in first place, thus winning his first ever Grand Prix, in one of the greatest wet weather performances in motorsport history.

Jean-Pierre Beltoise dancing in the rain

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This would in the end be Beltoise's only win, while Ickx's 2nd position promoted the Belgian to 2nd position in the championship standings, only three points behind Jim Clark. The next stop would be in the new and dull Nivelles circuit in Belgium. The Grand Prix of Belgium did not take place in 1971 due to the drivers boycotting the Spa-Francorschamps road circuit, and the Belgian organisers responded with this. A very wide and very safe circuit, and one which was not liked by the drivers at all. Jackie Stewart however, was not able to appear in this event due to sickness. His strict schedule had finally caught up to him, and Stewart took a day off. This now meant that Ickx and Clark would effectively race for the first position in the championship table today, but the win did not come to neither. No, it was Emerson Fittipaldi. The young Brazilian had driven a patient race in his Ferrari, and he used the power of his Flat-12 engine to outrun Clark's Lotus. Hulme's 3rd place also encouraged the McLaren team to keep pushing, while an unknown Brazilian Carlos Pace scored his first points finish for Surtees. It was happy days for everyone, and Ferrari was now only four points behind Lotus in the constructors championship. The next round in France though, saw the end of an era. The Clermont-Ferrand road track, held around a dead volcano in France, would see the final Grand Prix to ever take place on a public road. The Grand Prix cars had outgrown the roads, and the increased power of the cars made them too fast as well. Matra was determined to win their home event, and Chris Amon looked inspired as he took Pole Position. From start to finish, the Kiwi driver was too fast for all of his competitors, and the V12 power of the MS120 made the machine the best of the rest on that day. Clay Regazzoni also made a spirited drive to finish 3rd, while Jackie Stewart was in the end the only man that could have challenged Amon. Even then, Chris smashed the lap record, and won his first race since 1969.

Chris Amon celebrating his win

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Amon didn't stop with his spirited drives in France though. In Brands Hatch, he started 15th and charged his way to 5th, and he almost overtook Emerson Fittipaldi if it wasn't for traffic slowing him down. Peter Revson on the other hand could be seen smiling, as he scored his first ever podium in his debut year. The British crowd was more overjoyed over the fact that their best drivers - Jackie Stewart and Jim Clark, once again finished 1-2. Another man that at ione point drove in the top 5 was Francois Cevert in the Tecno. The young Frenchman showed great promise in Brands, but poor reliability prevented him from scoring his first points that day. Clark was now at a definite home stretch, and he was very close to winning his fourth championship, as long as lady luck stayed on his side. She did, and in the Nurburgring, Clark watched how Stewart retired at the very last lap of the German Grand Prix. However, the Ferraris finished 1-2 in Germany. Ronnie Peterson, having endured a dire 1972 campaign with March, finally scored his first podium in Germany. The best of the rest driver of 1971 was hopeful that 1973 would be different. Jacky Ickx, who made it no secret that this was his favourite track, drove a masterful race, and he led home his teammate Fittipaldi to bring Ferrari ahead of Lotus in the constructors cup. In Austria, Clark would once again win, while Stewart wallowed in 7th due to a gearbox issue. Now, all that Clark needed was for Stewart to retire in Monza, and he would become the 1972 champion. Elsewhere, Hulme's P2 brought more smiles over at McLaren, and so did Revson to the Eagle squad with his 3rd place. In general, the Austrian Grand Prix saw some fine underdog drives, as Mike Hailwood brought Surtees their best finish with a P4, while Howden Ganley brought more points for BRM. Although, team owner Louis Stanley could be less than pleased with how this year progressed for BRM, especially since they had only won one race this year.

Jacky Ickx's masterclass in the Nurburgring

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In Italy, the Tifosi came in thousands to cheer for Ferrari. Although none of the drivers were realistically close to winning the championship, the fact Ferrari was close to winning the constructors cup was enough for them to cheer on for the prancing horse. As the teams rolled up in Monza, Lotus staff looked desperate, and so did Clark and Chapman. The Lotus Type 72C was destroyed in an accident just when the team arrived in Italy, and the team now had to rely on the now so developed Type 72, driven by Clark's teammate Dave Walker. The debutant had a nightmare 1972 season, in which he failed to score a single point, despite driving what was on paper the best car on the grid. In the end, Clark would have to look on from the sidelines as Stewart cruised in second, hunting Emerson Fittipaldi, who led the race. Then, on the 32nd lap, the Brabham slowed down, and Stewart retired. It was now official - Jim Clark was the 1972 champion. The Italian attendants applauded the Scotsman, but they quickly began to cheer harder for Emerson Fittipaldi, who drove a flawless race to win the Italian Grand Prix, just like in 1970. A spirited drive by Hailwood meant that the British motorcycle champ also finished 2nd in his Surtees, while Pedro Rodriguez completed the podium with a dull 3rd place. With that, the European season was over, and the Grand Prix circus embarked on their journey to North America. With the drivers' championship decided, the focus was now on the constructors cup. Stewart needed to prove that he still had his spark, and he showed that with a fine win in Mosport, while Revson made himself into the crowd's favourite by scoring Pole and finishing 2nd. Hulme also finished in the top 3, further continuing McLaren's healthy season with their new engine. Emmo also finished 5th, further helping Ferrari to inch away from Lotus, especially when Clark hit trouble and finished 11th. The final race of the season, in Watkins Glen, saw Peterson finish 3rd once more, while Stewart dominated the event. Jim Clark, having retired yet again, watched how Jacky Ickx finished 4th, which was enough for Ferrari to be crowned the constructors champions. After so many years, the Italian juggernaut had finally won their first piece of silverware since 1966, when they also won the constructors championship. With that, the 1972 season ended with Jim Clark as champ, but Jackie Stewart's late form promised that 1973 would see better results. Dennis Hulme was also optimistic, with his patient driving helping him finish 4th in the championship. Finally, the 6th position saw another star of the future - Patrick Depailler.

Jackie Stewart, outrunning Jacky Ickx in the Glen

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The drivers' championship

Constructors' Championship

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And so, 1972 ends with two Scots dominating the championship, while Ferrari sneaks in its first triumph of the decade. Emerson Fittipaldi's performances were perhaps just as dazzling as the ones by Stewart and Clark. A safe season which didn't see any serious injury had finally come to an end, and 1973 was surely going to be even more spectacular. But while the Scots dominate the sport for one last time, a new generation rises to lead the sport throughout the decade. Tune in next time, when it's 1973 - "The stars of tomorrow".
Happy Christmas everybody!​

 

[ArupinumMaivista]

1973
"The stars of tomorrow"

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Following the domination of Stewart and Clark in 1972, 1973 was to be a continuation of that trend, as Brabham's Jackie Stewart entered the new season determined to win his second crown. Jim Clark on the other hand, now had a realistic chance of winning his 5th, which would put him as statistically the greatest driver in Grand Prix history. However, Clark announced that he would be retiring this season, citing how racing was no longer as fun as it used to. His other passion, flying, was something he wanted to try ever since 1968, and the flying Scotsman himself claimed that he had found his successor in Ronnie Peterson. The young Swede, who already showed his racing prowess via several brave performances over at March, was now joining Lotus after Dave Walker's pointless 1972 campaign. Jackie Stewart himself stayed with Carlos Reutemann. "Lole" showed great promise in 1972 with that win in Argentina, regardless of his rookie mistakes throughout the season. Jackie had faith in him, and thus, so did Ken Tyrrell.

Carlos Reutemann with Brabham designer Gordon Murray

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Ferrari stuck with its Fittipaldi-Ickx combo which had won them the 1972 Constructors Cup. While the 312B is outdated compared to its British counterparts, even lacking the monocoque that had become a standard by 1965, the scarlet cars could always rely on the Flat-12 engine, which was leagues more powerful than anything else in Grand Prix Racing. The other 12-cylinder cars, like the BRMs, would stick to their 1971 car - the P160. Clay Regazzoni, Jean-Pierre Beltoise and Pedro Rodriguez all remained in the team, and Louis Stanley hoped their quality would help the Marlboro-backed team regain its 1971 form. Matra was pulling out, citing their focus on Le Mans and sportscar racing as the main motive of their resignation. Their engine though, would now go to the American newcomers Shadow, led by George Follmer. Chris Amon now joined the ambitious Tecno squad, who were inspired by a young and promising Francois Cevert. However, both drivers would not remain in the team for long.

One of the seemingly most promising drivers by the end of 1972 was Jody Scheckter. The young South African was now given a part-time role in McLaren while still driving in F2. Finally, after three unproductive years that had the team rely on de Tomasso and March chassis, Frank Williams signed a contract with the Iso manufacturer, backed by Marlboro.

Chris Amon driving the Tecno Flat-12

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The first round in Argentina saw sensation when Clay Regazzoni achieved Pole Position with his BRM, ahead of the likes of Stewart, Clark, Ickx and Peterson. However, Regga could only muster up a 5th place come race day, with the Scots dominating the procedure. Indeed, the opening round started the season in phenomenal style, as Jim Clark and Jackie Stewart exchanged 1st place lap after lap. Yet, it was Clark that managed to prevail after an audatious pass as the approached the technical section of the Buenos Aires circuit. It was a sign for how the season would progress. while Jacky Ickx finished in a lonely 3rd spot.

The second race would see the entrance of a new and magnificent track. Over at Sao Paolo, the new Interlagos circuit was to be one of the most modern venues in Grand Prix racing. The parade-like atmosphere only made it even more fun for the drivers. Once again, Clark won the event, followed by Stewart, while Dennis Hulme completed the top 3. The home crowd got something to cheer for when Emerson Fittipaldi finished 4th in his Ferrari, but both him and Ickx noticed a worrying trend. The Loti, Brabhams, and now even the McLarens were vastly quicker than the 312B, and troubled began to brew over at Maranello, amidst another highly-political season within Ferrari, who's owner, Enzo, was at a constant dispute with FIAT.

Colin Chapman throwing his hat for Jim Clark

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The first four rounds all belonged to Lotus, as Jim Clark achieved an unprecedented four consecutive wins, firmly placing him as the odds-on favourite for the title. South Africa and Spain in particular saw the Flying Scotsman dominate the procedures. Peter Revson challenged Clark for only a small bit in Kyalami, but the main headlines featured the fiery first lap crash between Regazzoni and Surtees' Mike Hailwood. The brave Briton jumped out of his mangled machine as he watched how the stationary BRM lit up in flames, and he pulled Regga out of the car, suffering minor burns in the process, but saving the Swiss driver's life. Despite no major accident taking place in two years by now, the drivers remained as courageous as ever, and Hailwood's courage was applauded by the South African crowd. At Spain, another routine win by Clark was paired with a sensational 2nd place by George Follmer. Tony Southgate, BRM's former designer was now with George Follmer, a car designer himself, and it was no wonder why Shadow had managed to score a podium on its second ever race. The American veteran used his experience and grit to bring a phenomenal podium for the young Shadow team, and his compatriot Pete Revson brought Eagle home in 3rd, thus marking the first time that two Americans shared a podium in Grand Prix Racing.

The two Americans - Pete Revson and George Follmer

​

Jackie Stewart finally broke the domination by Clark with a win in Belgium. As opposed to the previous year, the Belgian Grand Prix took place in the much more technical Zolder circuit, and Stewart outran Clark to take his and Brabham's first win of the season. Nevertheless, Clark was still a massive 29 points ahead of Stewart, and it looked like nothing could stop Jimmy from winning his 5th title. Another sensation also occured, as Istrian native Andrea de Adamich scored a memorable 3rd spot for Surtees, ahead of a certain Niki Lauda in his BRM, and Chris Amon, who scored Tecno's only points of the season. Amon's drive though, was only overshadowed by the events going on behind the scenes, as unlucky Chris saw Francois Cevert being ousted from the team, and he himself was in constant trouble with the staff. Ultimately, Cevert left to join Shadow due to the Matra engines, while Chris Amon would leave the Italian squad in the next round...

At Monaco, the crown jewel of Grand Prix Racing, Chris Amon could be seen talking with Mauro Forghieri over at the Ferrari garage. Unbeknownst to the Tecno squad, Amon agreed to a part-time driving/testing role in Ferrari. Amon himself stated how one month in Tecno felt like an entire year, and Tecno itself would fold before the season's end. Outside of Ferrari, Ronnie Peterson finally lived up to Chapman's expectations, as the young man finished 3rd, directly behind his teammate Clark, who harassed Jackie Stewart throughout the entire Grand Prix. Despite the Lotus being quicker on a straight line, the superior handling of the Brabham helped Stewart outrun his friend and rival to win in Monaco for the second time. The gap was now 23 points, and the first six races belonged to Jackie and Jim. The two were firmly above the rest of the grid.

Jackie Stewart navigating the streets of Monaco

​

1973 would be the first time that a Swedish Grand Prix would take place. Over at the flat Anderstorp venue, thousands of Swedes flocked to watch what would end up being the most entertaining race of the season. All the teams now had to get used to an unknown venue, from Mike Hailwood to even the local boy Ronnie Peterson. Ronnie led away, ahead of teammate Jimmy, while Stewart remained behind the two Loti. Hulme remained in a quiet 5th position, but his race would soon enough flip upside-down, as did Clark's. Stewart and Clark once again engaged in a battle, this time for 2nd position, thus helping Peterson inch away from the pack. Then, with 13 laps to go, the two Scots tangled. It was the first time either of the drivers got in an accident that didn't result from a mechanical issue. Now, Peterson was all alone in 1st, but his tires began to fade away as the race was reaching its climax. Dennis Hulme, who had been driving a quiet race for McLaren, now began to catch up to the Lotus. Despite Peterson's greatest efforts, Hulme snatched the lead with just three laps to go. Despite the lucky win, the "Old man" Hulme looked pleased in winning his first race since 1969. This in itself would be Hulme's final Grand Prix win, while Ronnie's was just around the corner.

Indeed, Ronnie Peterson took what was his first ever Grand Prix win over at Paul Ricard. But, the race was not without controversy. Jody Scheckter led most of the race, and he looked set to win it ahead of Jim Clark. But, as Jody ran wide in the final turn, Clark saw this as a chance and slammed the gas pedal to pass the McLaren, only for Jody to veer right into the Lotus, taking out himself and Jimmy out of the race. Furious at the young African, Jim claimed that Jody was "A danger to himself". In the end, Clark was right, and the following Grand Prix in Britain saw Scheckter cause the biggest pile-up to ever take place in Silverstone. More than half of the grid was destroyed, with Emerson Fittipaldi calling for Scheckter to be banned from the sport, while Andrea de Adamich suffered a broken leg. This incident overshadowed what was another phenomenal race for the first position, as Peter Revson outran Peterson to bring home his first ever win for Eagle. Peterson's four consecutive podiums showed that Chapman could definitely rely on the Super Swede in the future, but Clark's subsequent retirement in Zandvoort meant that the Flying Scotsman retired for the fourth time in a row, while Stewart was able to achieve victory. Now, Stewart and Tyrrell could believe that they could challenge for the title, but only if Clark's Lotus continued to break down.

The pile-up in Silverstone

​

At Nurburgring, Emerson Fittipaldi was officially no longer a Ferrari driver. The politicking of the team, accompanied by him having to swap seats with Amon every other race demoralised Emmo, and he approached Bruce McLaren right as Jody Scheckter was serving his four race ban. In the end, the decision payed off, and Fittipaldi finished third in his debut for the Kiwi team, while Jacky Ickx once again pulled off a miracle for Ferrari in Nurburgring by winning his fourth consecutive win at the track. This in itself would be Ickx's last ever drive for the Maranello outfit, and Chris Amon would lead Ferrari for the last four races of the season. While not winning any race, Jackie Stewart's three consecutive podiums from Holland to Austria meant that the Sctotsman was now 9 points ahead of Jim Clark. The championship collapse from the Lotus team perplexed any outsider, but Clark himself was the most frustrated, as he watched how the championship was slipping away from his hands with only three more races to go, while many began to look at the young and quick Carlos Pace, who managed to drag the Surtees to a 3rd spot in Austria. The onslaught of drivers from the American continents like Emerson Fittipaldi, Carlos Reutemann, Pete Revson, and now Pace showed that Grand Prix Racing was changing rapidly.

In Monza, Lotus would finally get their act together, and both JPS cars finished in the top 2, thus keeping Clark only two points away from Stewart, and a pointless finish by both Scots in Canada made it so Watkins Glen would now take place as the Grand Finale of the season. But, the main talking point after the Canadian Grand Prix was not the championship fight. No, it was the first ever use of a safety car. The usually damp conditions in Mosport meant that as always, the rain masters of the sport had their chance to shine, and the top 3 of the Canadian Grand Prix was surely one to remember. Howden Ganley, who was behind the wheel of the usually slow Williams FW1, shomehow found himself in first place as the safety car led the pack, and he was able to drive the car home to achieve the only win of his career, and the first ever for Williams. Mike Hailwood as well was able to bring his Surtees home to achieve another stellar drive, while Francois Cevert dazzled with a 3rd spot.

The safety car leading the grid following an incident

​

At the United States, crowds of thousands gathered up for what would be the first ever championship finale to take place in the United States. Jim Clark was the odds-on favourite to win the world title, but the inconsistent performance from Lotus, and the reliability of the Brabham Honda made it so Jackie Stewart practically just had to cruise and wait for something to happen to the Lotus. Ronnie Peterson led away, but he was challenged for most of the race by the most impressive newcomer of 1973 - James Hunt. The young playboy from the village of Belmont had started his career in Formula 1 back in Monaco with March, and ever since then he has been impressing with his aggressive driving style. In a flowing and fast circuit like the Glen, Hunt managed to stick to Ronnie to the very end, and he managed to achieve his second podium. Jim Clark, after starting in 4th only slipped away as his tires faded, and he followed Jackie Stewart home, as the Brabham ace won his second championship. On a podium dominated by young and fresh drivers, the torch had been symbolically passed by the old generation. Only two weeks later, Jackie Stewart announced his retirement from the sport. The era was over, and F1 was entering into the unknown.

James Hunt hunting Ronnie Peterson

Drivers' championship

Constructors Cup

​

With three young and inspired men finishing on the podium, 1973 ended with the new generation taking over the sport, as the older dogs hung up their helmets. The generation that had come in the 60s had been one of Grand Prix's finest, from Clark to Hill, and from Stewart to Rodriguez and Gurney. Pioneers that would shape the sport in the near future were now designing the new cars, and innovation was quickly gonna become the next biggest thing. 1974 would in itself become another phenomenal year for Grand Prix Racing, as Ferrari and McLaren rose to challenge Brabham, but there could only be one winner. Tune in next time, where we look at 1974 - "Tied at the Glen"

 

[Whiteshore]

Considering that we're in the middle of F1's "killer years" and Rodriguez, Clark, and Cevert have avoided their OTL deaths, will there be any F1 drivers who survived F1's killer years IOTL but die ITTL?

 

[ArupinumMaivista]

Considering that we're in the middle of F1's "killer years" and Rodriguez, Clark, and Cevert have avoided their OTL deaths, will there be any F1 drivers who survived F1's killer years IOTL but die ITTL?

I am considering it, though I would be a liar if I am not nervous about featuring some of them, and I think anyone can guess which one in particular.

 

[Whiteshore]

I am considering it, though I would be a liar if I said I am nervous about featuring some of them, and I think anyone can guess which one in particular.

Lauda would be an obvious shout-out, considering his near-fatal accident IOTL and all that.

 

[ArupinumMaivista]

Lauda would be an obvious shout-out, considering his near-fatal accident IOTL and all that.

Either way, it feels wrong. At least for me. I guess I am queasy about death and just killing off drivers. But now I am just rambling

 

[ArupinumMaivista]

Greetings dear readers. Unfortunately, the 1974 Grand Prix season will not be published today as I originally planned, because it feels inadequate when compared to my previous posts, and in general, I feel like I need a bit of time to map out the next few events in the timeline. This doesn't mean the timeline is on hold, and I will definitely come up with something else in the meantime to remedy the lack of new seasons, but for now I just need to plan things out. I deeply appreciate the support you have been giving me thus far, and I promise things will go back to the regular scheduling. Until then, I will see you later, and feel free to share some of your ideas as well. I just might include them

 

[ArupinumMaivista]

Greetings dear readers. After 2 weeks of much thinking and having to really plan out the next couple of seasons (along with some private stuff in the way), I am happy to announce that next Saturday will see the long-awaited 1974 Grand Prix Season. The season in itself has seen five revisions, but I have finally landed an edition with which I can be happy. I am looking forward to this one, and especially 1976, and whatever else will occur as the decade goes on. I won't say much, but the picture will speak for itself. Until then, I am looking forward to seeing what you have to say.

 

[ArupinumMaivista]

1974
"Showdown at the Glen"

​

Jackie Stewart and Jim Clark's retirement meant that Grand Prix Racing was in for a new era. Finally, after 14 years, Clark was retiring as the absolute #1 in motorsport, while Jackie followed his mentor as a national icon that had proven his worth. Now, the younger generation was to take over, with only Graham Hill, Chris Amon, Jacky Ickx and Jean-Pierre Beltoise remaining as the veterans of the sport. Lotus, having lost its greatest ever driver, looked elsewhere to fill the void left by Clark, and Colin Chapman believed he had found the right replacement via Jacky Ickx. The experienced Belgian, also named "The Ringmaster" due to his four consecutive wins in the Nurburgring, was a master in the rain, and many believed that if he was given the right machinery, he could go that one step further. His departure from Ferrari the previous year had already left the Scuderia severely weakened amidst a dire season, and the eventual departure of Chris Amon meant the Red from Maranello would have to look elsewhere. Clay Regazzoni was the first option, but the Swiss pointed to his teammate Niki Lauda. Lauda had only scored a few points for BRM in 1973, but his mechanical knowledge was present, thus Enzo Ferrari reluctantly hired the Austrian, who's precision became immediately apparent during testing, even going as far as saying the 312B3 drives like a pig.
McLaren had already snatched Emerson Fittipaldi the previous year, but the new Marlboro sponsorship gave Bruce more opportunity to expand his team, and he did just that with the Yardley-backed "B" team. Mike Hailwood would drive for that side, following his fruitful years with Surtees, after Jody Scheckter was suspended from participating for McLaren. The South African sensation looked like he was out of options, but Dan Gurney quickly reached out to give Jody a new chance in his Eagle team. Finally, Ferrari's rebuild brought what was perhaps the most talented man from the United States - Mario Andretti. The Istrian native had shown his promise during his part-time days at Lotus and Eagle, and how Il Commendatore gave Mario the opportunity to show what he could do for Ferrari.

Niki Lauda during his Ferrari test

​

Coming into Buenos Aires, Ken Tyrrell's Brabham introduced the new masterpiece by Gordon Murray - the BT44. Immediately, Carlos Reutemann outran the whole competition to win his home Grand Prix for the second time. Lole's win made Brabham into instant favourites, while Lauda gave Ferrari something to cheer for with his 3rd place. However, the biggest event of the race was the first lap melee, in which Mario Andretti and Peter Revson crashed at the first corner. It wasn't an ideal start for either of the American greats.
Just how an Argentine won in Argentina, the Brazilian fans were overjoyed when Emerson Fittipalid outran Mario Andretti. It was right on time as well, as the heavens opened. Yet, it didn't look like it was going to be a McLaren win at first, as Ronnie Peterson led ahead of the field, until his tyre was punctured thanks to glass that was on the track after the pre-race ceremony. Just how the Fittipaldi-Andretti 1-2 foreshadowed how this season would go, Peterson's bad luck would haunt the Superswede for much of 1974. Coming into Kyalami, ominous black smoke was seen, as the Shadow team noticed the absence of Peter Revson. Soon enough, the news came to the paddock. Peter Revson was dead. For the first time since 1971, a driver lost his life in a Grand Prix weekend. Revson's death gave way to Jean-Pierre Jarier to join the American team. The Frenchman's move thus gave way to Vittorio Brambilla to join March, who were nowhere near the form of 1971. The British team were no longer victory contenders ever since Peterson's departure, and neither were BRM.

Revson's wreckage

​

Revson's death overshadowed what was another thrilling race, in which Reutemann temporarily put himself on the top of the standings. Arturo Merzario also made himself known, as the Italian dragged his Williams FW1 to a promising 5th. A damp tarmac awaited the drivers in Jarama, where the King of Spain joined the audience for the Spanish Grand Prix. With the European season beginning, many teams introduced their new cars, and Lotus was among them. The new Type 76 was meant to be a replacement for the by now 4 year old Type 72, sporting an electronic clutch and four pedals. It was effectively a precursor to the "Telecambio" semi-automatic gearbox, but its primitivity showed. Despite the spray at the initial phase of the Grand Prix, Ronnie Peterson led ahead of Lauda at the start, but the pitstops that followed gifted the lead to Lauda, who never looked back. Soon enough, the Loti broke down due to its innovative gearbox system, and Lauda led Andretti home to record the team's first 1-2 since 1972. Hans-Joachim Stuck also showed promise in March, as the son of German racing legend Hans Stuck finished 4th, ahead of Jody Scheckter.

In Belgium, Fittipaldi retaliated to Ferrari's great form. Even though Andretti led at the start, the American made a mistake at the opening laps, leaving Emmo in front, and Lauda chasing the Brazilian down. That's how the race went on till the very end, as the Austrian hounded Fittipaldi, but he made no impression to the former Ferrari boy. Andretti's rotten day got even worse when Scheckter snook in front of him, as the South African scored his first ever finish in the rostrum.

With Fittipaldi on top of the standings, the championship leader was given an cruise towards the Principality of Monaco, where the next race was taking place. However, Emmo had a challenging race in Monte Carlo, languishing in 5th while the front row was all red. Yet, the biggest sensation was Jean-Pierre Jarier, who shot into the 3rd spot at the start and never looked back. The young Frenchman pushed his Shadow Matra to its limits to stay close to the Ferraris. Still, Lauda looked comfortable in 1st place, being harassed by his teammate Andretti for the most of the race, while James Hunt also lived up to his title as "The Shunt" when he crashed with Stuck, leading to a physical scrap between the British playboy and a marshall. But, as the procession continued, something incredible was happening at the back. Ronnie Peterson, who had seemingly spun off into retirement, managed to get his Lotus Type 72 working, and he was on a spectacular charge. The Superswede, who was known for his charging driving style, managed to catch up to Jarier, and then the Ferrraris retired. First Andretti spun, then Lauda suffered an oil leak. Ronnie was in the lead, and he in the end won the event, ahead of a patient Scheckter.

Ronnie the "Superswede" navigating the tight streets of Monaco

​

The next stop was in Anderstorp, Sweden. A new change occured in the paddock, as Chris Amon joined Brabham. The Kiwi was busy running his own team for this season, but it went nowhere. Now, he was summoned by Uncle Ken to drive for his team, joining Reutemann. In the end, it was worth it. Chris Amon outran both Scheckter and Hunt to win his first race in years.

Despite the BT44 being a bad fast car, it was a nightmare to set up, and the Brabhams were always expected to either struggle or dominate from week to week. The absolute worst weekend just so happened to occur in the very next two races, when Reutemann and Amon barely even qualified. On a total contrast, Lauda was in titanic form. The Austrian scored 6 consecutive Pole Positions from Sweden to Monza, and he dominated the Dutch Grand Prix. Only Peterson was able to match the Austrian in Dijon, while Scheckter was able to join in the fight for the championship after a victory in Brands Hatch. By the time the drivers reached the Nurburgring, Fittipaldi was still leading the charge, with Lauda breathing down Emmo's neck. Niki looked to have it in the bag at the Nurburgring after another routine Pole, but it all went horribly wrong for the Ferrari driver as he crashed at the third corner, leaving his championship hopes in shambles, while Andretti was able to pick up the pieces and take the lead in the championship race. All of a sudden, the tables had turned on Fittipaldi, as the Brazilian had only finished once in the second half of the season. If he wanted to win this championship, then both him and McLaren need to step up their game.

Mario Andretti on the move

​

At the Nurburgring, the Yardley McLaren was also dealt a heavy blow. Mike Hailwood, who had thus far done a rather good job, suffered a crash that would end the experienced Englishman's career. The void in the Yardley team was filled in the very next race via Clay Regazzoni, who had finally run out of patience at BRM. Despite the P201 showing some promise, the car was horrendously unreliable, and the Swiss talent had enough. His seat was filled by Roger Williamson, who likewise had enough of March. The eventual Austrian Grand Prix had another great showing by Carlos Reutemann, outrunning Dennis Hulme. Hunt made another promising showing with the newly-formed Hesketh, and John Watson's spirited drive in a private Brabham turned heads as well. Slowly and steadily, Mario Andretti was knocking on the door of a World Title, but a rude awakening was waiting for Mario in Italy.

At Monza, both Ferraris once again retired, with Lauda's retirement meaning that out of his last three consecutive poles, he was not able to pick up a single point. The promising season was all of a sudden resembling the earlier parts of the decade, where Ferrari was fast but unreliable. Ferrari misery was only followed by Brabham joy, as former Ferrarist Chris Amon took another win. Amon always liked racing in Monza, even if his luck at the temple of speed wasn't great. This win was like a catharsis for Amon, as he sprayed the champagne with Peterson and Fittipaldi. Ferrari's retirements meant that with two races to go, Emmo was now sporting 40 points as opposed to Andretti's 42 and Scheckter's 41. Indeed, the South African's quiet but effective approach to the races brought a healthy amount of points, and Gurney had every right to believe that if things go to plan, Jody could win the championship in only his first full-time season.

Chris Amon during his domination at Monza

Entering the Mosport venue for the Canadian Grand Prix, the championship still had four contenders for the crown. Scheckter, Fittipaldi, Andretti and Lauda, even if the latter by now needed perfect weekends. The Canadian race would eliminate two of those contenders, when both Scheckter and Lauda ran into trouble as the race developed. Now, Andretti and Fittipaldi were all alone, fighting for first place. The American chased the Brazilian hard in an effort to take the lead, but Emmo held his head down and did just what he needed to stay in front. The dominating duo were only followed by Peterson, who could have likely challenged for the title if it wasn't for the outdated Lotus. The future filled the top 6 in Canada, as Emmo; Andretti; Williamson; Peterson and Hunt completed the top 6, with Hulme remaining as the sole veteran. Due to the title fight that was happening between Andretti and Fittipaldi, many also failed to notice that Brabham were now out of contention in the Constructors Cup. The team that had won the most races in this season were only third. The Honda engine was obviously no longer what it once was, while Reutemann could only watch, knowing that he likely had a championship-calibre car, but was hindered by its temperamental nature.

As the teams gathered at the Glen, a record number of fans gathered up in hopes of seeing their boy Mario winning the championship. Fittipaldi was only two points ahead of him, but Andretti didn's seem that optimistic. During testing, the 312B4 was ruined in an accident, and Ferrari was all of a sudden forced to use the outdated and slow 312B3 of 1973. It wasns't looking good. In the end, Emerson just needed Andretti to finish outside of the points, and he would be crowned as a champ, and that is exactly what happened. Despite Andretti's best efforts, the tyres on the 312B3 and its slow nature meant that the American was eaten up by the competition, while Fittipaldi drove comfortably in fourth. It was exactly where Emmo needed to be, even letting Hunt take the 3rd spot while the Brabhams dominated the procedure. However, a gruesome sight was largely ignored. Since lap 10, Helmunt Koinigg, who was only in his 2nd ever race for Surtees, lost his life when his Surtees veered off into an armco barrier, which decapitated the young Austrian. It was another blow to what already was a dire season for John's team, and it was only going to go downhill onwards.

In the end, as the chequered flag was waved for Reutemann, the organisers crowned Fittipaldi as a World Champion. The young Brazilian, also known as the Werewolf by some, had managed to achieve his first F1 crown via consistency and pace when it mattered, giving McLaren their first ever Drivers' Championship. Andretti on the other hand could only stand there and watch, wondering what could've been had he not lost control of his 312B4 in practice. Both Ferrari drivers were keen on repeating their form in the next season, in hopes that the cars would hold on, and the same thought was in Brabham. But for now, the champagne was sprayed by the Brazilian boy from Sao Paulo. Emerson Fittipaldi - the 1974 Champion of the World

Emerson Fittipaldi at the Glen

The drivers championship

The constructors cup

​

Fittipaldi's triumph brings joy to a whole nation, while also inspiring plenty of young Brazilians to get into motorsport. F1 fever had finally reached South America, joining Football as one of its favourite sports. Yet, McLaren's moment under the sun was going to be short. Next year, Ferrari was coming back with a vengeance. Next year is 1975 - "Lauda's incredible year"
​

Emerson Fittipaldi celebrating his title at the Glen

​

 

[Unknown]

Hope Lauda doesn't die in TTL--that guy was a badass, both off and on the track...

Interesting TL, BTW...

 

[ArupinumMaivista]

Hope Lauda doesn't die in TTL--that guy was a badass, both off and on the track...

Interesting TL, BTW...

Thanks for the kind words. Making it is a bit difficult, but at least it's fun

 

[ArupinumMaivista]

1975
"Lauda's incredible year"

​

1974 was a thriller, in which four men fought for the championship down to the wire. Despite Ferrari's resurgence though, Emerson Fittipaldi and the McLaren combination proved to be the most consistent, and therefore managed to win the championship by the smallest of margins. Brabham looked to have the strongest package in 1974, but their inconsistency costed Carlos Reutemann any sort of shot at a title, despite Chris Amon's efforts to improve the BT44. The winter of 1974/75 would prove to be a busy time for teams. BRM first caused a stirr by bringing in the young and talented Francois Cevert, who brought significant money from his Elf sponsorship. Cevert's departure from Shadow left a void within the American team, but one that would be filled by the time of the Argentine Grand Prix, when Ronnie Peterson's name was seen on one of their cars. Indeed, the Superswede made a daring move from Lotus to Shadow, hoping for new challenges. Lotus then brought the young and quick Tom Pryce. The young Welshman made a few appearances in 1974 for the Token Organisation, which was run by an unknown Ron Dennis. Colin Chapman obviously saw something in the boy, despite his tendency to crash. More young drivers made their moves to big teams, with Carlos Pace joining Brabham. Chris Amon thus was joining the newly-founded Ensign squad, led by Mo Nunn. Along with Ensign, a new American team joined the grid for 1975, that being the great American squad - Penske. Led by Mark Donohue, who was forced out of retirement, Roger Penske brought in plenty of money to try and see his team become one of the big dogs of F1, and to overtake his bitter rival Dan Gurney, who was entering his 9th year as team-owner of Eagle.

Mark Donohue in his return to Grand Prix racing

​

Upon the start of the season, it looked like it was back to the old for Ferrari, as both Lauda and Andretti struggled in the opening three races. The best the scarlet cars could do was a 4th, both in Brazil and South Africa. On the other hand, Brabham and McLaren started their respective season in style, winning the first two races, while Shadow showed promise via Jean-Pierre Jarier's two consecutive Pole Positions. The race in Brazil in particular was memorable, as the Brazilian crowd cheered on when Carlos Pace and Emerson Fittipaldi completed a Brazilian 1-2, with Pace achieving his first ever victory. The young man broke down in tears during the trophy ceremony, and by the looks of it - Brabham looked to be in great form to finally challenge for a title. Jody Scheckter had his own moment in the sun, winning his home Grand Prix in Kyalami. Gurney looked more than happy seeing his prodigy win in his homeland, as the festive atmospheres in Buenos Aires, Interlagos and Kyalami worked perfectly as an opening to a season.

Carlos Pace celebrating his win

​

The start of the European season did not go as one would hope for. Held in Motjuic, the Spanish Grand Prix had by 1975 become a traditional starting point of the European Grand Prix Season. However, as reigning champion Fittipaldi leaned onto a guard rail to pose for a photo, the rail fell upon simply being touched. This would not do. Immediately, the drivers began a protest, citing the unsafe nature of the track. The Spanish Guardia civil, led by the ageing Francisco Franco, tried to quell the protest by the drivers, but the confrontation that ensued made it so any hopes of the Spanish Grand Prix going ahead were lost. A few months later, Franco would die, while Formula 1 never returned to Montjuic, one of the sport's oldest venues. The debut of the Ferrari 312T would be delayed to the next round in Monaco, and its reveal had everyone looking at it, and Niki Lauda immediately showed its potential, achieving Pole Position. Indeed, Lauda achieved a masterclass in Monaco, dominating the rain-soeaked event ahead of Fittipaldi. But, it was the young guns that astonished the crowd. Ronnie Peterson, who had endured some rotten few races with Shadow, was now challenging for the lead, harassing Lauda through the principality, until the young Swede tangled wheels with an overly enthusiastic Vittorio Brambilla. Tom Pryce then showed his promise, finishing 4th with the by now 5-year-old Type 72. The fiasco of the Lotus type 76 back in 1974 forced the JPS team to revert back to its old car, and its age was showing by 1975, with Jacky Ickx in particular struggling with the old machinery. Cevert on the other hand looked happy enough finishing 5th for BRM, starting a trend for the team as it went on to achieve three consecutive points finishes. Nonetheless, Fittipaldi's championship lead would be decisively taken in the following race in Zolder, when Niki Lauda dominated the proceedings. The Rat (as some liked to call him) was unstoppable in Belgium and Anderstorp, while his entire competition kept faultering. First it was Fittipaldi, then Reutemann, then Scheckter. Every race seemed to have Niki becoming more comfortable with his machinery, and some races even saw the younger generation show great promise. There was Roger Williamson, who finished 4th in Sweden, along with Tony Brise in 6th. The Hill machinery looked to be getting quicker with every race, with the duo of Alan Jones and Tony Brise carrying the young squad.

Niki Lauda leading ahead of Tom Pryce and Ronnie Peterson

​

The following race in the Netherlands saw an upset though. The sandy beaches over at Zandvoort were once again overwhelmed with rain, as it had been the case back in 1968, '70 and '71. It was expected that once again, the rain masters of the paddock would drive their way to victory. Yet, the Dutch spectators watched on as the Ferraris, McLarens, Brabhams and Loti were being overshadowed by a lone Hesketh, driven by James Hunt. Hunt "The Shunt" had already shown his promise as a talented driver back in 1974, and his 2nd position in the opening race in Argentina showed he had the guts to chase much quicker machinery. Yet, in Zandvoort, it seemed that the stars had alligned for Hunt, as he led ahead of Lauda in the wet conditions. Lauda remained right behind Hunt throughout the entire race, but he was met with the widest Hesketh he had ever seen, as James duly crossed the line to win his first ever Grand Prix. That form carried on into France, only with the positions reversed. This time, it was Hunt chasing Lauda, with Clay Regazzoni following the two. By the last lap, all three drivers were on the edge as Niki tried to stay in first, but Regga made a Banzai move at the final turn of Paul Ricard in an effort to snatch the lead. Yet, the Swiss veteran overshot the turn, and Lauda snook past to the win, but only a few seconds ahead of Hunt and Regazzoni.
Fittipaldi's form was something to question by the time the drivers landed in the UK for the British Grand Prix, held in Silverstone. The Brazilian, despite his strong start, was virtually nowehre in the last four races, even tracing his teammate Regazzoni in Paul Ricard. Perhaps Emmo was demotivated after winning his championship, or he was busy talking with his brother Wilson, who had just started his own private team. Nonetheless, Emmo came back strong in Silverstone, as he snatched the lead from a charging Peterson. Yet, it wasn't the duel for the lead that caught everyone's attention. No, it was the heavy rain that began to take place. All of a sudden, cars began to slide off the track, with only the most careful fellows getting away scott free. In the end, Emmo was the one that got away, followed only by Pace and Scheckter, while Vittorio Brambilla was happy enough to just finish the race and deliver his first points for March.

The heavy rain in Silverstone

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That thriller in the UK was then followed a Reutemann masterclass in the Nurburgring, where Lole finally recovered to bring some joy to the Brabham team amidst a rather average season. Underdogs alike showed their potential in Grand Prix's most challenging track, from Alan Jones to Peterson, while Jacques Lafifte charged his way from 15th to finish in a sensational 2nd position for Frank Williams' team. The fabulous Frenchman's podium finish was perhaps Williams' first highlight since that fluke win in Canada back in 1973, while Lella Lombardi caused a stirr by becoming the first woman since Maria de Fillipis to score points in F1, and right in the middle of the most challenging venue in Grand Prix Racing. Laffite's great performance was then followed in Austria amidst more heavy rain. However, it wasn't James Hunt who took the win, nor Peterson, or even Tom Pyrce. No, it was Vittorio Brambilla. The "Monza guerilla", as many liked to call him, drove a phenomenal charge through the field, overtaking the likes of Lauda, Hunt and Andretti, before finally leading. With the rain becoming heavier, the race was called off early. Brambilla, overjoyed, raised his hand in victory, only to smash his March into a nearby wall. Nonetheless, the Italian's one-off win was a popular one. However, the motorracing world was silenced as on the very same weekend, Mark Donohue lost his life after losing his battle with a coma, that resulted from a crash he suffered in Zeltweg. The Can-Am and Indycar champion had shown his talents in F1 back in his one-off appearance for Eagle in 1971, and Mark contributed greatly in helping Penske rise into a stronger team. He was 38.

Brambilla's day of days

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Another popular win followed in Monza, for the final Grand Prix in Europe. Mario Andretti, who was going through a relatively low-key season, carried on to win in Monza and outrun a resurgent Fittipaldi, while Lauda drove patiently to finish 3rd and be crowned the champion of the world. The Austrian's consistency, combined with his speed proved to be the winning combination of 1975, and he would make sure to cap off the year in style over at Watkins Glen, winning his 5th race of the season, while Emmo was able to climb his way from 4th to 2nd in the standings. With that, the 1975 season was over, with Niki as the champ.

Lauda leading the pack in Watkins Glen

The Championship standings

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The constructors cup

Lauda's championship triumph marked Ferrari's first drivers' championship since 1964, while also being the team's first double crown since 1961 during the days of Lancia-Ferrari. The domination of Ferrari, combined with the rather average performances by their competition might make this season a bore for some, but the racing was still as great as ever. The hectic finishes in Silverstone and Zeltweg, the neck-and-neck racing in Paul Ricard, and the emergence of a talented generation of British drivers in Pryce, Brise and Williamson gave plenty of room for the press to write something about. However, Lauda's incredible year was now over, and the following year would see developments of the most epic proportions, as James Hunt would finally realise his potential and challenge the Austrian for the championship. Tune in next time for 1976 - "Rush"

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[Kurt_Steiner]

A pity that Montjuich won't be returning to this TL, but it was a hellish track, from what I remember.

 

[ArupinumMaivista]

A pity that Montjuich won't be returning to this TL, but it was a hellish track, from what I remember.

A lovely track.But by 1975, it was simply outgrown by the cars

 

[Kurt_Steiner]

A lovely track.But by 1975, it was simply outgrown by the cars

Indeed. It was a track of a different age.

 

[ArupinumMaivista]

1976 Grand Prix Season
"Rush"

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Niki Lauda's dominant season in 1975 was a sign that his time in Ferrari was well worth it. The scarlet cars from Italy, after 14 years of waiting, finally won the double, with Lauda winning a record amount of races that had not been seen since the days of Alberto Ascari. Having retained their two starmen in Andretti and Lauda, Ferrari were odds on favourites to win the 1976 Championship. James Hunt, the man that was throughout 1975 Lauda's only true equal finally looked to be getting machinery worthy of his skill, as the English playboy was joining Clay Regazzoni at McLaren. Indeed, Emerson Fittipaldi's brief tenure with the Kiwi team was over after only two years, as the Brazilian champ was on his way to joining his brother Wilson over at Copesucar. It was a shock for the entire paddock. Emmo was still in his prime, and many thought his move from McLaren was only going to ruin his career, but only time will tell. The rest of the grid was relatively the same. BRM retained the talents of Roger Williamson and Francois Cevert, while Ken Tyrrell's Brabham was working on a six-wheeled project. After the tragedy of losing their star Mark Donohue, Penske were now going to put their trust in John Watson, after the Ulsterman departed from Surtees following a shaky 1975 season. Finally, Frank Williams achieved a landmark deal with the Walter Wolf brand, as the Canadian-Slovenian cigarette company became the English underdog's first major sponsor since Marlboro back in 1973.

The two new teams were an all-French ordeal. Matra was back as a proper manufacturer via Guy Ligier's state-funded team, with Jacques Laffite joining the effort. Perhaps the most eye-catching part was not Laffite's good looks, nor the beautiful note of the Matra V12. No, it was the airbox, which looked like a teapot.,Meanwhile, Alpine was making its debut, with a revolutionary turbo engine. However, testing showed that the contraption had a long way to go, and nobody really batted an eye at the slick black machine.

The Alpine 500 and Ligier JS5

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The opening rounds of the season saw Ferrari carry on from its 1975 form. The red cars were dominant, with Lauda winning the first two races, and Mario Andretti making himself into a local hero at Long Beach by taking the win ahead of his Austrian teammate. Hunt, who looked quick, was hampered by the terrible reliability of the M26 and its Weslake engine. "The Shunt" called the car "Evil", and Bruce could only watch and grit his teeth, as his #1 man was only able to pick up a solitary 2nd position in South Africa, while Regazzoni was quietly picking up points. At least things were not as bad as over at Lotus. The new Type 77 had unresponsive steering, and Tom Pryce himself had three teammates in the span of three races - Brian Henton, Bob Evans and then Ian Ashley. Shadow was at least seeing a podium by Peterson, with the Swede even challenging Lauda back in Brazil, while the Brabhams were showing good pace, but they were nowhere near the Ferrari. Coming into South Africa, March was introducing a new face to F1 - Patrick Depailler. The Frenchman had already made cameos before back in 1972, but the F2 champ was now making it full-time, after Lella Lombardi was sacked due to claiming the March drove like it had Rabies.
The opening of the European season was seeing a rule change. After the controversy in 1975, F1 was back in Spain, which was now a democracy, with the prime venue being Jarama. The FIA made a ruling that teams were obligated to remove the ridiculously high air boxes that had become present in the early 70s, thus bringing new designs into Europe. McLaren in particular looked like it was benefitting from the rule change, as James Hunt outran Lauda to the finish to score his first win of the season. However, that all change when upon being inspected, it was found that the M26 was 1.5cm too wide, thus disqualifying Hunt from the race. Lauda was now the winner, while Alan Jones seemed to have been awarded his first ever podium over at Embassy Hill. It was the start of the political war between Ferrari and McLaren, as the two teams would fight on and off the track. With McLaren forced to change their car once more, Ferrari dominated in Belgium, taking what was now their 5th consecutive victory. Any expert by now claimed that the season was over, as Lauda was on his way to achieving his second "Unbelievable year". The underdogs did at least provide something, with the BRM duo of Cevert and Williamson finishing in the points, while Jacques Laffite guided his Ligier home to a promising 3rd, ahead of Carlos Reutemann in his six-wheeled Brabham. Indeed, Ken Tyrrell's project was out and ready for racing already by Spain. With 6 wheels, the car was able to be more narrow, while having more grip via the tyres, and Carlos Pace showed its promise by chasing Lauda back in Spain, until his brakes gave away. Hopes were high that in Monaco, the Brabhams could challenge for a win.

The Brabham six-wheeler on the move

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Coming into Monaco, James Hunt's miserable run of bad luck continued with an engine failure, thus letting Lauda take another win, this time ahead of the Tyrrell duo. Pace showed that it was still possible to overtake in Monaco, charging through the field to nab a splendid 3rd place, snatching it from Hans-Joachim Stuck. Finally, Brabham's luck would change in Sweden, when Carlos Reutemann and Pace duly drove into a 1-2 . Chris Amon also made a gallant effort, as he outran Lauda to take his little Ensign to a 3rd place. The veteran from New Zealand proved that he still had it in him. Another underdog got his moment in the sun, when Tony Brise navigated the Paul Ricard circuit to finish 3rd, behind Pace and Hunt. The latter had finally won a race with the revised M26, but he was a long way from Lauda. Carlos Pace also showed great consistency by finishing in the podium for the third time in a row. Not only that, it was the Brazilian's fith podium of the season, and he was 2nd in the championship, even ahead of Hunt. Coming into Brands Hatch, the crowd only wanted one man to win - James Hunt. Immediately at the start though, the two Ferraris of Andretti and Lauda tangled, along with Hunt, forcing the race to be stopped. To the anger of the fans, the officials claimed Hunt would not get to restart the race, and neither would Lauda. This did not sit well with the British crowd, as they began to chant Hunt's name. In the end, the officials broke, and they let the local hero race. As the Grand Prix progressed, Hunt was right behind Lauda, hunting the Austrian down, before emerging from the other side of the circuit ahead of the Ferrari. Hunt's win in Britain was met with protests from Copesucar, Brabham and most importantly - Ferrari. After much politicking, James was disqualified, and Lauda was gifted the win on a silver platter. The Austrian now had 63 points, while the outraged Hunt had only 16.

The opening lap pile-up in Brands Hatch

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On August the 1st, the Grand Prix circus descended to the Eiffel mountains of Germany, as the green hell of Nurburgring awaited them. Immediately, the practice session saw a sign for bad things to come, as Ian Ashley veered off the circuit and onto a guard rail, piercing the young man's leg, and leaving him fighting for his life. He was pronounced dead the following evening. It was clear - the Nurburgring, despite the constant attempts to make it safer, was simply too large, and too dangerous for Grand Prix Racing. Before the Grand Prix, a driver's conference was held, with Niki Lauda calling for the race to not take place. Yet, it did, when the majority voted "No". With that, the Grand Prix of Germany was going to take place, on a rainy day. Upon the start, Clay Regazzoni flew off into the distance, as the Swissman opted for wet tyres from the very start. The following pit stop period saw a traffic, as the teams scrambled to change the tyres of their machines. To Lauda's anger, Hunt had the jump, and the Austrian charged out of the pits, chasing the McLaren. Then, at the Bergwerk curve, Lauda's Ferrari veered off into a tree, smashing into it before bouncing back onto the circuit. The scarlet car burst into flames as its fuel tank ruptured, before being smashed by a surprised Jody Scheckter. Soon enough, Francois Cevert, Brett Lunger, Arturo Merzario and more were caught off-guard, causing a pile-up before noticing Merzario struggling to drag Lauda out of the burning Ferrari. Lauda had serious burns, and he was taken to the hospital in Ludwigshafen, where he was given his last rites. The following days saw the worst outcome come to light - Niki Lauda, the 1975 champion, was dead.

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Hunt's dominant win in Germany, along with Lauda's death, saw the championship being blown wide open. All of a sudden, there was a collection of drivers who were still mathematically able to win the 1976 championship. Mario Andretti though, thought otherwise, citing the he will do whatever it takes to keep Niki on top. But his efforts would only occur after the Austrian Grand Prix. Coming into Zeltweg, the FIA sparked controversy when McLaren's disqualification in Spain was revoked, thus gifting James Hunt an extra 9 points, and reducing Lauda's lead to 60, leading to Ferrari boycotting the Austrian Grand Prix. James' chance to slim that lead down did not come to fruition in Austria though. In what was another rain-affected thriller, John Watson charged his way through the field, pulling off overtaking masterclasses on Scheckter and co. before outrunning Laffite for the win, giving Penske the win at the same track where Mark Donohue lost his life just a year prior. With that, Watson's bet with Roger Penske was finished, and the Ulsterman shaved his beard. Roger Williamson, who was a newcomer to Lotus, drove a fine race in Zeltweg to achieve his first podium as well, with Colin Chapman placing his faith on the young British duo of Williamson and Pryce. At Zandvoort, Ronnie Peterson drove a spectacular race, as he was involved in the dice for the 1st position throughout the entire event along with Scheckter, Andretti and Hunt. All four exchanged positions, as the Dutch watched on how the Eagles, Shadows, McLarens and Ferraris raced for the lead. In the end though, the F12 power of the Ferrari helped Mario outrun Hunt to the line, giving Ferrari a much-needed win. Upon exiting the car, Mario embraced his mechanics, while the Italian and Austrian flags were being waved. Andretti's victory in Holland was dedicated to Niki, right as the next race was to take place in Ferrari's homeland.
At Monza, Ferrari brought an armada to the Italian Grand Prix. Having shown promise through the years, Argentine Carlos Reutemann was hired as Ferrari's second driver, while Giancarlo Martini was hired to represent Ferrari's F2 effort - Scuderia Everest. That small, private team, was led by none other than Giancarlo Minardi, and the deal stated that Everest would get to field a 1975-spec 312T1. Upon starting the race, Patrick Depailler turned heads as he stormed into the top 5, while Jody Scheckter took the lead in his Eagle. It was a miserable day for McLaren though, as both Regazzoni and Hunt retired with ignition problems, sending the Italian Tifosi into ecstacy. Patrick Depailler himself then started a charge, racing his way through the field until it finally happened on lap 15. Patrick Depailler was first, and he wasn't looking back, especially when Scheckter encountered issues. From then on, the race turned into a procession, with Patrick Depailler taking a sensational win ahead of Laffite and Andretti, who was chasing Depailler to the Parabolica. Giancarlo Martini's one-off drive made an even greater sensation, as the Italian underdog finished 4th after a steady drive.

The start of the Austrian Grand Prix

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Depailler's sensational win in Monza brought an end to the European season, as the teams embarked for Canada. After missing out on hosting the event the previous year, the Mosport venue was chosen for the Canadian Grand Prix. Hunt, who needed a desperate win to stay in the title race, drove a patient and steady race through the tight and twisty Mosport circuit, outrunning the early challenges from Peterson and Vittorio Brambilla to take his fourth win of the season. With this, James had 51 points, and only needed one more win to overtake Lauda. Yet, Jody Scheckter had other ideas, as the African Sensation dueled with the title favourite through Watkins Glen. The Eagle, led by Dan Gurney (a New Yorker no less) were always motivated to make a great showing at the Glen, and Jody did exactly that, outrunning James to the flag to take Eagle's first win in America. Hans Stuck finally made achieved his first podium, after a relatively quiet but consistent season, thus completing March's resurgence. With Scheckter preventing Hunt from winning the United States Grand Prix, the final round of the 1976 season would see one final rush for the championship by Hunt, as he was only two points away from Lauda.

James Hunt on a charge at Mosport

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At Fuji, in what was the inaugural Japanese Grand Prix, the drivers were met with conditions unlike anything they had ever seen. It was Monsoon, and the entire weekend was filled with nothing but rain. Once again, a drivers' conference was held in an effort to prevent the race from taking place due to how appaling the conditions were, but nothing. The Japanese Grand Prix, the championship decider, was away. Having taken Pole Position in conditions he relished on, Tom Pryce started ahead of his fellow men into the first turn, while James Hunt slowly made his way up the field. Soon enough, the rain that had been an issue since the start was no accompanied by fog, but that didn't stop Hunt from taking the lead as the cars emerged from the 300R curve. With Hunt all alone in front, Vittorio Brambilla challenged the Brit in his Orange March, even outrunning the McLaren through the hairpin before spinning out. By then, the V8 Chevrolet engine of the March was drowned by the rain, and the wild Italian was forced to retire. With Hunt in first place, it semeed the race was going to see the Englishman taking his crown. The, the rain began to stop, and his wet tyres were blistering. Upon coming into the pits, the McLaren mechanics scrambled to change his tyres, while Bruce McLaren gave James only one advise - "Take it easy."
Coming out of the pits, Hunt set out to chase down Regazzoni, Andretti, Alan Jones and Francois Cevert. Hunt only needed to finish in 4th position, but Mario Andretti's Ferrari was soon enough ahead of him, keeping the McLaren at bay. What followed for the next several laps saw Andretti fend off Hunt, as the American made his greatest effort to keep Hunt behind him. Finally, After 73 laps, Tom Pryce crossed the line to take the win for Lotus after a dismal season, followed by Carlos Pace and finally, Mario Andretti finished just ahead of Hunt. Having only scored two points, James Hunt was tied with Niki Lauda on 60 points, but Niki Lauda was awarded the World Title posthomously, by winning more Grands Prix. With that, the 1976 season was finished, with the decade seeing another uncrowned champion.

Tom Pryce winning his first ever Grand Prix

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With Hunt only finishing 5th, Mario Andretti's promise of keeping Lauda on top came true, with the Austrian receiving his second consecutive championship. Ferrari were champions once again, but it was a season with not much to celebrate. The deaths of Lauda and Ashley had shaken the Grand Prix world to its core, and many hoped 1977 would not see the amount of horrid tragedies that had occured in this season.

And so, 1976 ends with Lauda as champion, but not under the circumstances any of us would wish for. The tragedy shook F1 to its core, as the sport's Killer Years show their ugliest side. Lauda's death started a domino effect though, as the hunt of safety intensified by the drivers. Chris Amon, having seen another friend and competitor die, retired after Germany, followed by Jacky Ickx, who broke his leg in the United States. The 60s generation was over. The field of drivers was now of the generation that had come during the 70s. 1977 would see Ferrari having to recover from this horrible event, as Lotus' strive for revolution would lead to a new era of Grand Prix Racing. Up next, it's 1977 - "The effect of ground"

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